Motor and Cycle

Otago Witness, Issue 3869, 8 May 1928, Page 70

Motor and Cycle

Frank Grose is reported to have almost jomplotcly recovered from his accident, ana he is confident that the beginning of next season will see him on the track The whole family owns the car. That is, when the car is idle it is mother’s car; when it is in use it is the children’s car; and when disabled or with a tyre down it is dad’s car. In Australia recently a race was held between harriers and cyclists. The course of the race was partly on road and partly across country. The cyclists, of course, had the advantage on the road. but they quickly lost this advantage when it came to cross-country work. Here the riders were forced to lift thmr mpcbines o»” fences and carry them through bogs. The finish was a mile and a-half of road, and -in a great finish a cyclist won by inche • from a runner. The teams race was won by the runners. Could a similar race be held in Dunedin?

Writing from London to Mr J. L. Passmore, Dr A. S. Moody states that he had 'purchased a 14 h.p. motor car and that he intended to make a trip to Vienna. Dr Moody said that of course he knew where Vienna was. but that he had no knowledge of how to get there. Thanks, however, to the letter of. introduction t.<> him from the Otago Motor Club to tho Royal Automobile Club all his- difficultlyhad been removed, as the officials of th" Royal Automobile Club had mapped out the complete tour for him. Dr Moodv states that motorists in New Zealand can hardly have any complaints to make re garding the charge they have to pay fothe sea carriage of their cars over Cook Strait, as he understands ho will h.iv-' to pay £lO to take his car across the English Channel. Adjutant Green, of Greymouth, who is being transferred to Australia, wondered whether to take his Ford with him. out before doing so he thought it advisable to write to the Minister of Customs over there for particulars of the duty he would have to pay to take the car into Australia (reports the Greymouth Evening Star). He has received a detailed reply giving the particulars of the duty chargeable on the different parts-of the car from the crank* handle to the tail light, ranging from 25 per cent, to 60 per cent., ad valorem. The letter concludes as follows: —“As your cai - is second hand, an assessment would be made as to the value for duty purposes of the parts on which duty is leviable at ad valorem rates. With regard to the body, it is pointed out that the duty thereon is leviable at a fixed rate. A double-seated body would therefore*tsfe dutiable at £6O. irrespective of whether it was new or second hand.” Adjutant Green will not take his Ford to Australia.

3 Z

DEMON.

BACK TO 1904. The following extracts from the Motor Cycle of February, 1904, provide interesting reading:—“Reports were reaching England of high speeds achieved by American motor cyclists on Daytona Beach, Florida. For instance, Curtis was said to have covered 10 miles at 67.2 m.p.h., and though it was agreed that this performance, if true, was very wonderful, doubts were expressed as to its authenticity. “ The first motor cycle to be seen in India was called by the natives a* ‘ shaitangirl,’ which means devil carriage. The rider's residence was 1700 miles from a place where petrol could be obtained.” THE POPULAR BUS. The latest census shows that at the end of 1927 there were 90,000 motor buses running in the United States. During 1927 about 11,500 omnibus chasses were turned out by the score of American firms producing commercial passenger vehicles. Following are some of the fields in which the bus is increasing its scope.;— Buses. Consolidated schools using motor transport 14,400 Tramways 8,600 Railways 1,175 ACCIDENT STATISTICS. It is reasuring to feel that despite the havoc wrought in human life by the motor car, more people die naturally in their beds than are killed on the streets and highways. According to figures compiled by the National Safety Council of the United States of America, “ more people are killed and injured by falls, burns, suffocation, and poisons in their homes every year than -■’ n ’ ’ »ath or injury in automobile accidents.” s This wa.< ...ccially emphasised last January, when a total of 1760 persons wqre killed by and in automobiles in the United States and 2020 met their deaths in home accidents. BRITAIN AND HER CARS. “ Why not build suitable cars for overseas use? ” Such is the caption of an article in the March 30 issue of the Motor. “Mr Albert Brown,” it says, “ raises important points concerning increase of imported cars.” The article reads:— “ If a fax of £1 per horse-power does not deter English buyers from purchasing American high horse-power cars, why should we not make similar cars for sale both in this country and overseas where the buyer demands the American type of engine? This was a point raised at the

last meeting of the winter session of the Institute of the Motor Trade, when Mr Alan R. Fenn, of Humber, Ltd., 'and Lieutenant-colonel Alfred Hacking, secretary of the Society of Motor Manufacturers and Traders, gave their recollections and impressions of the Empire tour of the British Motor Delegation. A film was also shown of the delegation’s experiences.

“ This delegation went out last year to some of the principal British' dominions to ascertain- why British cars were not holding their own against cars of other countries. Mi' Fenn’s paper did not make very cheerful reading. “ In the discussion which followed, one speaker suggested that before we consider overseas trade we should put our own trade in order and stem the rising tide of imported motor cars into Great Britain. Another speaker, Mr C. B. Nicholson, an Australian, referring to the reception which Australia would give to the right type of British car, mentioned that at a recent exhibition at Melbourne the sales of American cars were practically at a standstill.

Mr Albert Brown, of Brown Bros., Ltd., made a most practical contribution to the discussion. He said he was afraid that British car manufacturers had never realised that, although we have a tax of £1 per horse-power, ears such as the Australians require, manufactured in America, continue to be imported into Great Britain in increasingly large numbers. It seemed to him obvious that, considering the number of ears of this type sold, British manufacturers could produce a car which would meet the requirements of our overseas dominions. It was nonsense to say that if they produced a suitable car it was not what the British motorist would want, because.it was proof that the British motorist was actually buying the so-called unsuitable type of car such as was imported in large numbers by Great Britain and the Empire. He was afraid that British manufacturers were led to produce a car which their engineers thought was what Britain wanted, without considering why the high-powered American car sold so readily. He pointed out also that since the imposition of the import duty on motor cars imports had actually increased, showing that a high tax in itself did not prevent the sales of cars.” An editorial note to the article save:— “Mr Albert Brown has raised a very interesting "point. In 1924, when there was no duty on imported motor cars, the

total value of the imports was £7,083,446; in 1927, despite the import duty, the imports amounted to £7,753,422, an increase of £669,976. In 1926 the car imports totalled £5,886,843, so that 1927 represents an increase of £1,806,579 over the previous year—figures which clearly show how the trade in imported cars is expanding in Great Britain.” iGERMANY AS A MARKET. American manufacturers have kept a keen eye on Germany lately, as it is expected that a good market for motor vehicles will develop shortly. The German automobile industry is not likely to be brisk, and some enterprise is being revealed in the production of cars in the vicinity of £l5O, which will prevent the low-priced American or British vehicle from getting a footing. During 1927 Mr A. Reeves, general manager of the American Automobile Chamber of Commerce, visited Europe. His report is significant:— “ Despite the low purchasing power of the German people, the number of vehicles in this country has been constantly increasing. Everywhere one finds knowledge of the utility and value-of motor transport. It is for this reason and because of the country’s rapid economic improvement over the past year, that leaders in the industry feel that Germany is to be our best market before long.”

Statistics show that there were 218,000 cars and 101,000 trucks and buses in Germany at the beginning of 1927. On this basis Germany has only one motor vehicle for every 196 persons. France has a ratio of one to 44, and even in Belgium the proportion is one to 80. During 1926 Germany produced 37,000 cars, but there was a large increase last year. The total production of cars, trucks, and buses in Germany in 192.6 was 55,000 units, or less than one-third of Great Britain’s output. In the first six months of 1927 Great Britain imported only 15 German cars and commercial chassis. During the same half year Germany took 175 British motor vehicles. Whatever grip German manufacturers have secured on European markets, they are- certainly well on the light side of the balance in the interchange with Britain. It is vaguely stated that German cars are very low powered, but there is little to support- this sweeping classification. There are low powered German cars just as there are small bore English, French,

and Italian engines. The popular type of light car in Germany is a iour-cyliu<ier model rated at 9 h.p. The bore is 60mm and the stroke 90nup. A dozen English and Continental cars in the popular price class have engines even below this capacity. On the other hand, Germany produces one of the most powerful cars in the world. It is a six-cylindered supercharged model with an output of 140 brake horse-power. This is in no respects a special racing car, and saloon bodies are fitted to this high-powered chassis.' PUMPS AND SURROUNDINGS. There is a movement at Home to influence firms to establish petrol stations of a less conspicuous kind than is at present the case. The desire is for stations more in keeping with local surroundings. Speaking of this, the Motor remarks that reform will not be effectively achieved until pumps play a much less conspicuous part than they do now. The motor trade in America, according to prominent members, is entering upon a new era. an era- where success, while dependent upon competitive manufacture, is more intimately associated with salesmanship than has hitherto been the case. This is quite apparent even in New Zealand. A car will no longer sell itself: it has to be sold. Advertising is essential. There is no use in hiding one’s light under a bushel. This is the trouble about the petrol pump. To succeed, a petrol station must be conspicuous. The service is daily’ becoming one of greater and greater competition. The site is of great importance, but it is even more important to show it is occupied. More will ce achieved by artistic design in the form of a pump than, by asking people to hide the pump from view. It must catch the eye if it is to succeed, and, further, it must clearly declare the brand of “ juice " it contains. Motorists dislike putting up at a service station only to find that their favourite spirit is not on tap; it is a waste of time, particularly with another station not far in the offing'. Part of England’s trouble is that her salesmanship is bad. The farmer was wont to declare that “ the car has come to stay.” It is -well to realise quite frankly that the service station has also come to stay. Nothing has been done to render the motor car inconspicuous. It is as conspicuous to-day as ever it was, but more

and more it lias become a thing of beauty, ‘ and now design, from the aesthetic standpoint, is one of its principal selling points. The same must be the case with the petrol station and its pumps. Like tars, the modern pump is accurate and e/Hcient; the manufacturer may well devote some attention to design. “ ROUGH ” ENGINES. If the engine seems to get “ rough,” to be incapable of idling at a low speed; if it staggers when -throttled down with no load, and. if it gets unduly hot, it may be taken for granted that most probably the valves require some attention. Often with new engines, after some running, valves make a good deal of noise and clatter. That is due to the settling down in their seats and the settling down of the tappets and gear, all of which means an accumulation of lost motion before the valve commences to be raised off its seat. This means also a reduction of the amount of gas way through the valve and a reduction of the amount of gas which may be drawn through it, in the of the inlet valve, or an obstruction to the outgoing exhaust gases in the case of the exhaust valye. In both cases engine balance will be upset, overheating may take place, the efficiency of the engine will be reduced, and engine may be seriously affected, so that the engine will not fe»l like its old self, and the performance of the car on the road will be materially altered—and for the worse.

It is well to have a gauge of thin, hard steel which can be kept as a gauge to verify the clearance between the end of

the valve tappet or plunger and the end of the valve stem. In the case of the I overhead valve engine, the gauge will be J used between the top of the valve stem j and the under side of the rocker lever I which operates it. ’ It is important that the clearance between these parts, when the plunger is . on the lowest part of the cam, should be the same for all inlets and all exhausts, and it should be just sufficient to ensure their not touching when the engine is hot or when it is cold. It is not an easy adjustment to make accurately because it is ' quite easy when locking the nut back on the threaded part of the plunger to cause the latter to be drawn farther out. A process of trial and error, and with a careful gauging after each locking up, is the only way to ensure precision. MOTOR FUELS AND OILS. “ Over-production of oil early in ,1927 resulted in crude oil prices being cut 50 per cent, or more.” In this statement, one of the answers to a questionnaire sent out by the American Petroleum Institute, lies the main explanation of the decreases which occurred last year in the charges for motor spirit. Control of the oil situation is with the United States, for that country produces over 70 per cent, of the world’s petroleum output, and handles an. even greater proportion; and there can be no doubt (says the London Times in its British Motor number of March 20) that 1927 was one of the worst years ever experienced by the American oil industry. Some idea of this overproduction can

be gathered from the fact that crude oil stocks in the United States at the end of December last w.ere approximately 9,000,000 tons higher than those in storage on December 31, 1926, and this despite a substantial increase in consumption. That prices of gasoline during the season of biggest demand averaged about 2-j cents under rates ruling on January 1, 1927, is also significant of the results which attended the excess production. Remembering the unique position ocupied by the United States in the oil industry, it is not surprising that the trend of prices in other countries followed the American market. In Great Britain the cost of motor spirit fell 4d, and the prices of lubricating and fuel oils, too, were lowered.

The present situation in the oil market certainly favours the consumer, and the question how long the conditions responsible for low prices are likely to continue is of interest to motorists; for probably as' oil output approximates ■ more closely to requirements tlj£ charges for petrol and other’ automobile oils will advance. In the petroleum industry it is unwise to look far- ahead, because the element of speculation in oil development is too great; but it seems likely, that,' in spite -of the efforts of leading producers, over-production will rule in the United States for some time. The American Government may pass legislation to restrict output, but whether such legislation could be effectively applied is extremely doubtful, for any Federal action of this kind would be regarded both by individuals and States as a direct invasion of their rights, and on that account would be strongly opposed. Oil, above royalties; oil underground

does no: Furthermore, the United States has a s’;ut-in production of 70,000 tons of oil a ..y. and any increase in prices would result in the release of this, and an extensive drilling campaign in proven territories with a consequent rise in production. One fact emerges clearly from existing. conditions —that the petroleum resources of the wo’-'d a”o larger than has hitherto been supposed. The fact remains, however, that oil is a wasting asset, and the rapidity with which the earth’s supply of mineral oil is being drained indicates that some form of conservation is necessary if reckless exploitation is to be avoided. Given this conservation, which in .newly-de-veloped lands like Venezuela should be possible with a minimum of trouble, petroleum will undoubtedly continue to be the chief source of motor fuel for many years.

ORDER OF THE ROAD. The “ Order of the Road,” an organisation whose aim is to encourage careful and courteous driving, sponsored by well-known public men interested in motoring, has been formally inaugurated at a luncheon at the Savoy Hotel, London, over which the Ea.rl of Cottenliam presided. Badges issued to drivers who have complied with the requirements J of membership will attest at once that I the possessor is skilful at th-' wlmol ! and canable, bv h ; s cxn-npl''. f ' u into other road users the maxims of safe driving.' Among the charter members are Sir Arthur Stanley, Lieutenant-colonel J. T. C. Moore-Brabazon. Professor A. M. Low, and Major K. Lee Guinness, and the organisation has the blessing of Sir W. Joynson-Hicks, Home Secretary. Qualifications for membership have been made difficult in order to render it a kind of “ blue ribbon ” society, affiliation with which will mean a real distinction. An executive committ"'' "-ill thoroughly investigate each application, it is stated, and no person with a bad record on the road will be admitted. T> be eligible—a di-ww m”°t h.v drivel' a motor vehicle at least 10,000 miles over the roads of Great Brita::i. ‘h- h'Gh Free State, or Northern ■ Ireland, within three, years. He must also pledge himself to observe a list of rules for good driving.

MOTOR TAXATION.

News messages have recently indicated that a petrol tax in addition to the present motor tax of £1 per horse-power per annum is imminent in Britain. In its special British motor number of March 20, issued prior to this announcement, the London Times wrote as follows of the effect of the present taxation:—■ In Great Britain the industry labours under the severe handicap of overtaxation of road motor vehicles. A comparison is given below of the average tax per type of vehicle in Great Britain with that in six other important motor-using countries, together with the current annual taxation, converted to sterling at the rate of exchange current last year, oni irce typical motor vehicles (namely, a 20 h.p. private car model, a 4-ton lorry, and a 32-seater omnibus) :—

Annual tax on: 20 h.p. 4-ton 32-seat car. lorry. bus. Great Britain £ 23.0 £ 54.0 £ 72 0 F rance 5.8 22.1 22 5 Germany 30.7 44.0 52.1 Italy 8.3 10.4 13.1 Belgium U.S.A.— 8.4 1G.4 Exempt. California ,G G.7 4J p.c. of .. Michigan 3.6 4.S 20.4 29.3 receipts. 26.7 39.4 New York 3.4 14.1 14.6 Ohio 1.8 31.0 53.5 Pennsylvania 3.0 31.8 29.3 Texas 4.7 11.G 46.9