Motor and Cycle

Otago Witness, Issue 3882, 7 August 1928, Page 68

Motor and Cycle

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DEMON.

There are 51,440 car dealers in the United States, 55,154 garage owners, 89,055 repair shops and dealers’ service stations, 72,898 retail supply stores and departments.

Compulsory insurance of taxi cabs against passenger and “ third-party ’’ claims was approved by the Auckland City Council at its last meeting. The chief traffic inspector reported the majority of licensed taxis were already insured for £4OO, together with a cover of £2OOO in respect to passengers and “ third parties.” The premium was £36 15s a year, and the insurance should be made obligatory as in the case of omnibuses. The traffic inspector recommended that the council should decline licenses unless a suitable insurance policy was submitted, and suggested that steps should be taken to secure the necessary legislation. -A resolution in the terms of the recommendations was carried.

A copy of the ninth edition of the New Zealand Motorists’ Road Guide (South Island) has just reached me from the printers, Messrs Andrews, Baty, and Co., Christchurch. It is a very valuable compilation, and should become of great use to motorists. Included in the information are a series -of maps and route diagrams of the South Island to give the motorist a clear idea of the road he desires to travel, tables of distances, and names of suitable hotels, camping places, and the motor associations, directions regarding suitable tours, etc. All the details are wonderfully comprehensive, and it might be claimed with justice that no motorist or traveller could possibly get on the wrong road if he had a copy of the guide with him. The price of the guide is 3s 6d. and it can be obtained from any bookseller. At the annual meeting of the North Otago Motor Association the following officers were elected:—Patron, Mr J. C. Nicholls; president. Mr G. C. Hayhurst; vice-president, Mr H. Abbott; club captain. Mr J. S. Genge; deputy captain, Mr I. Macdonald; bon. treasurer, Mr J. W. Petrie; auditor, Mr D. V. G. Smith; committee—Messrs J. S. Duncan, H. S. Cox, D. L. Patterson, J. Simpson, J. Littlejohn, W. Gillies, P. W. Borrie, W. G ; Stringer, J. Swindley, W. P. Reid. H. Watson, H. W. Robertson, A. Carrodus, and H. J. Cartwright. Votes of thanks were accorded the retiring president (Mr Duncan) and the treasurer and auditor. Mr J. C. Harley, of Christchurch, gave an interesting address concerning the operations of the South Island Motor Union.

Still another motor regulation has been added to the worries of the motorist. Failure to observe it resulted in the appearance of 13 offenders in the Magistrate’s Court at Christchurch (says the Lyttelton Times). The regulation concerned is that providing tor the rear tail light of a motor vehicle to be placed at the rear and in line with the right side of the car. As the 13 prosecutions were the first laid under the new regulation, no fine was imposed, the offenders being convicted and discharged “ I want motorists to realise that this regulation is going to be enforced,” said the magistrate (Mr E. D. Mosley). “Gar age proprietors should call the attention of their - i: ents to the regulation.”

“ The motor car is ‘.settling ’ the smaller towns of the Dominion,” exclaimed a South Taranaki business man the other day. “ One time we had the toll gates to put up with; now we have the benzine bow’sers. Of the two the bowser hits us business men more, for the farmer spends a great deal of his money on benzine, and when he returns from his trips to the bigger towns he has none left to spend on anything beyond bare necessities.”

Tossed several feet into the air when her bicj’cle was swept from under hei in a collision with a motor car, a daughter of a Gisborne resident had a miraculous escape from serious injury the other morning (reports the Poverty Bay Herald). The child was riding her bicj'cle in the wake of a large motor lorry, which blocked her view of approaching traffic, and when, the lorry driver swung his vehicle into the kerb the cyclist was forceci, to turn out and pass round it. This brought her directly into the path of a motor car, with the result that the car struck the bicycle, the force of the impact throwing the rider into the air.' Fortunately, the girl fell clear of the car, w-hich was quickly stopped, the driver doing hie best to relieve the shock of the child, who was found to be practically uninjured, save for bruising about the hips. The cycle was ruined by the collision. INTERESTING DATA. Authoritative data concerning causes of breakdown are so seldom available that the figures issued by the Royal Automobile Club of Great Britain in connection with its “ Get-you-home " scheme are of real value to motor cycle manufacturers. The scheme is operative only when serious trouble is encountered, involving the removal of the disabled machine from the scene of the breakdown, and since the numbers of motor cycles dealt with in the two years 1926 and 1927 were 1250 and 1400 respectively, these figures can be taken as representative. The two most common fault troubles encountered were engine and transmission failure; in fact, over 50 per cent, of the total number of cases dealt with were due to these causes. Valve operating mechanism gave considerably less trouble in 1927 than in 1926, but there was a slight increase in the amount of actual valve trouble. As the scheme embraces old

models ag well as the newer designs, these figures cannot be taken as definite proof that no headway has been made in the design and construction of valves. Lubrication trouble also increased slightly, which tends to show that mechanical pump systems require further development—or are suffering in quality due to mass production. Gear boxes were responsible for tbe major portion of transmission failures, the percentage for gears, clutch, and kick-starter being 14.1. That chains should only cause 4.6 per cent, of the total breakdowns is perhaps hardly surprising, for only the novice travels without chain spares and a rivet extractor. Ignition trouble was responsible in both years for nearly one-sixth of the total number of breakdowns. No single component caused more trouble than the ignition system—a fact on which manufacturers of motor cycles and of ignition appliances might ponder. EICHT CYLINDER TREND. An analysis of the cars on the American market shows that there are no less than 24 firms producing eight cylinder models. Some factories are turning out eight cylinder types in two or three horsepower ratings and chassis, this meaning that there are 33 different eights now in production. Two years ago eight cylinder models were exclusive to the powerful and high price classes. Now at least five makes of eights are priced between £275 and £350 at the factory. Eight cylinder cars selling in sedan models for little more than 1300dol are naturally causing as much interest as did the six cylinder car when it invaded the four cylinder price class a few years ago. The idea that all eights are superpowered is being dissipated. Eight cylinder power plants are now being made in comparatively low ratings, their claims being based on balance rather than on output. Three factories are producing eights rated at 24 h.p. This formula rating means a cylinder bore of only 2|in. There are five cars with 26.4 h.p. engines. This indicates a bore of 25in. The largest eight made jn America is the Cunningham, a car unknown in New Zealand and likely to remain so since it costs £l5OO at the factory. It ig rated at 45 h.p., the bore of the cylinders being 3|in, and the stroke sin. The largest number of eights are in the power class between 30 h.p. and 39 h.p. On brake tests some of these engines naturally develop up to three times their rated power.

CAR IMPORTS. Cars and car chassis imported into New Zealand during the first five months of 1928 were valued for duty purposes at £752,200. In addition, £112.632 was sent out of the Dominion during the period for commercial vehicles. The figures indicate that the trade is generally maintaining the position which obtained last year—a situation contrasting rather strongly with the large demands of the two previous years. During the full year of 1927 only 10,871 cars and car chassis were imported. In the first five months I ?’ ear tlie fi ." urG reached 5098. so that it the present indications are realised the 1928 importation may exceed last years quota by 1000 or 2000. Following are details of the imports during the first five months of this year:—

BUS ENTERPRISES.

Municipal omnibuses are running at a handsome profit in Sheffield. The fleet consists of 126 vehicles, and the total income for the year ended March 31 last was £231,485. Working expenses amounted to £193,178, and a gross profit of £38,307 was shown. The _ Liverpool Corporation is now operating 48 six-wheeler omnibuses. Six of the vehicles are double-deckers, with a seating capacity of 63. Over 550,000 miles have now been covered by Liverpool’s six-wheelers, and the latest orders are for the same type. Some of the older units of .the fleet have exceeded 30,000 The London General Omnibus Company has just placed its fifth six-wheeler bus in service. It is a 72-seater. It is proposed to operate 12 of these vehicles as an experiment. DRAINING THE ENGINE. Car owners 'are sometimes advised to flush out their engines with kerosene after draining the oil away. This is a procedure the novice will do well to leave severely alone. The best practice is to drain the crankcase while the engine is hot, as practically all the oil will then run off freely, and there will be no need to resort to flushing. The danger in using kerosene is that some of it is almost sure to be left in the engine. On no account should the engine be cranked or run while kerosene is being used for flushing, as thia will carry the kerosene into the splash trays, where it will remain. After running off the oil it is a good plan to fish around with the finger for any grit or chips of metal which may be lodged about the orifice. Draining should always be carried out with the standing on a level surface. NEW OR SECOND-HAND? There are few motorists who, launching out on the purchase of their first car, do not have to settle in their minds

whether it will pay them best to purchase a new car or one that has seen possibly an appreciable amount of service. A novice naturally feels that with a new car he is less likely to have trouble than with one that has passed through the hands of numerous owner-drivers. If should happen, moreover, he has the makers’ guarantee to fall back upon, or can, at anyrate, go immediately to the nearest service station and have things put right. With a second-hand vehicle the driver will probably have more confidence, because he feels that it does not matter quite so much if an already shabby wing be scratched or a running board dented. The financial side also requires consideration. There is no doubt that, with a second-hand car wisely bought, depreciation does not amount to anything like the extent of a new vehicle, which literally drops about 25 per cent, of its value the very first time it is taken on the road. On the other hand, there are more small odds and ends- likely to give trouble with a used car, so that the repair bill is likely to be appreciably heavier than that of a new vehicle, as nothing can be done under the makers’ guarantee. This, however, does not apply so much in the ease of a car, say, only one year old. Providing it has been carefully used, and has only been in the hands of one driver, the new motorist may purchase it with confidence, provided that it has been properly run-in. It is ready for instant use. and not yet old enough for any appreciable wear to have taken place. When considering the types of second-hand cars available it is wise to consider whether the purchase be but a prelude to acquiring a brand new car later on. If this is the case it

is a good idea to buy a used car of the same make as that favoured for eventual ownership. DEBT TO BROOKLANDS. Commander Armstrong (secretary of the Royal Automobile Club of Great Britain) tells the interesting history of Brooklands, how it aided manufacturers, and its value to the industry. Just 20 years ago, he says, Brooklands was the first track of its ? kind to be constructed. It was a one-man idea. In 1906 Mr Locke King, who was keenly interested in the new motoring movement, foresaw the need of a road or track where maximum car speeds could be safely attained. Or the Continent manufacturers, unhampered by a 20 miles-an-hour speed limit, were able to test every new invention to destruction without interference from the authorities. In Britain, however, there was no such opportunity, and a severe handicap -was placed upon British manufacturers.

Further, it was impossible to.* hold motor races of any description in Britain, although none of the great European countries suffered from such a disadvantage. Thus, when Edge won the Gordon-Bennett race for Britain in 1902, and with it the right to hold the race in that country in the following year, it had to be run in Ireland, because it was impossible to close British roads for the purpose of the race. And so Brooklands was conceived, and in 1907 was completed. It was built on the private estate of Mr Locke King, and he foresaw that in supplying a track —here maximum car speeds could be safely attained he was not merely en-

couraging high speed for the sake of speed alone, but was also making it possible for manufacturers to hasten improvements in the touring car of moderate speed. ;.j by testing a car at its maximum speed it could, in a comparatively short period, be subjected to the strains and stresses which only years of road usage could produce. In all his forecasts Mr Locke King has been clearly proved to have been right. Every year’s work on the track goes to prove its great value, and it is not asserting too much to say that the present excellence of the British cars is to a very large extent due to the existence of Brooklands.

The huge, wide-sweeping oval of concrete, so peaceful on a quiet summer’s day, yet so grim is the sacrifices it has taken, has been the scene of some of the greatest triumphs in the history of motoring, and some of the greatest tragedies. Here it was that a motor car for the first time ran for 24 hours at an average speed of 60 miles an hour. That was the great achievement of Edge in 1907, and, incidentally, it was th_ cause of the first action against the proprietors of the track on account of noise. Here, too, was 100 mi.es first covered in the hour, when Percy Lambert, driving a Talbot, in 1913. showed the world that this dream was capable of realisation.

Within an hour almost he met his death in an endeavour to capture further records. Brooklands, too, saw the first car ever to travel at two miles a minute. The track was built at a time when 60 miles an hour was about the maximum speed a car could hope to attain; it has since been lapped by the late Parry Thomas at 130 miles an hour.

Where else can the go-ahead manufacturer test a new design? Where, if Brooklands did not exist, would the designer with some important improvement satisfy himself that his invention would stand the strain of thousands of miles of road work in the hands of the private driver?

What better opportunity could a manufacturer, new to the market, have with a car or 'accessory unknown and untried, of demonstrating to the public the excellence of his products? Brooklands is the great testing ground of the British industry; without it. and the possibilities it presents, that industry would suffer under a handicap so severe as to be impossible to estimate. Some day. perhaps, says Commander Armstrong, the speed limit which at present bars racing and experimental work of any sort on British roads, will be repealed. and Britishers will stand on a level footing with their Continental rivals. For three years the Royal Automobile Club has endeavoured in Parliament to obtain the legal sanction necessary to carry out such ideas. Sooner or later the overwhelming weight of public opinion will sweep the present obsolete motoring laws aside, and British roads will take their rightful place in the development of British cars and motoi - cycles. When that day comes Brooklands will cease to be the scene of such international contests as the Grand Prix and other Treat races demanding road conditions, but, even so. it will ever remain the home of technical experiment and the testing ground of British automobiles.

ISLE Or MAN RACES. In this year’s International Tourist Trophy motor cycle races, held in the Isle of Man, the results of which were given a few weeks back, there was not a single foreign machine contesting, which was something of a triumph for the British motor cycle manufacturers. Last year' the supremacy of the British motor cfc’cle was seriously challenged by Italian and a few years ago the foreign contingent used to be quite strong. This year’s races were marked by bad weather and a notably large number of retirements. The failure of so many machines js not so remarkable when it is borne in mind that speeds continue to increase. The Lightweight race, for machines with engines up to 250 c.c., was won at the excellent speed of 62.9 m.p.h.—an improvement of 25 per cent, since the race wag inaugurated seven years ago. In the case of the Junior race, which is confined to machines with engines up to 350 c.c., the winner averaged 68.65 m.p.h., which was 1.46 m.p.h. faster than last year, 1.95 m.p.h. faster than the year before, and 3.5 m.p.h. faster than in the 1925 event. This points to the speed of the 350 c.c. motor cycle—which is generally considered to be the most popular type—having reached anything but finality. A noteworthy feature of the races was that not a single engine was supercharged —the “ blower ” not vet having invaded the sphere of motor cycle road racing, in spite of the very great amount of interest and large entries which the numerous motor cycle “ classics ” attract. The popularity of the “ one lungers ” doubtless accounts for this. In the T.T. races a slight tendency towards the wider adoption of overhead camshafts was noticed, but it was significant that two manufacturers who had tried them in the past reverted to push-rod valve operation for this year’s events. Overhead camshaft engines, however, scored heavily in the Junior race, Velocette machines fitted with them finishing first, second, and fourth. In the Lightweight race no machines with overhead camshaft engines were entered, whilst in the Senior race the machines which ran first and second ■<» o f the single cylinder push-rod ope-.i o.h.v. pattern. The water-cooled twin twostroke type of engine, as exemplified by the present-day Scott and pionec d by the same manufacturer, scored a notable comeback by finishing in third place.

ABANDONED CAR. GREYMOUTH, A ...t 2. Seeking straying cattle in a by-road on his Kamaka property, Mr H. G. Carter on Sunday found an undamaged Buick fivc-seater, No. 139-457, believed to be registered at Dunedin. The word “ Thanks ” was scratched on the glass windshield. Some potatoes and an old billy were in the car, which may have been illegally converted. This is no doubt the car that was being used by Mr T. Ruddiman, manager of the London and Lancashire Insurance Company in Dunedin while his own cat was Xvnder repair. It was taken a fortnight ago.

U.S.A. Cars. Car chassis. 3399 46 Great Britain 898 143 Canada 516 59 France 19 3 Belgium 3 Germany 5 Italy 4844 254