Motor and Cycle

Otago Witness, Issue 3992, 16 September 1930, Page 66

Motor and Cycle

By

DEMON.

Advice has been received by the secretary of the Otago Motor Club from the inspector of the Waihemo County Council (Mr F. MTvor) that the section of the main highway between Palmerston railway crossing and Muddy Creek has been closed to all vehicular traffic until further notice. Until the section id reopened motorists will require to take a detour by way of Horse Range and Fleming’s road. ENORMOUS TYRES. When the late J. B. Dunlop in 1888 invented the first practical Dunlop pneuinatic tyre so that his son would be able to enjoy more comfortable cycling, he had no idea that the day would come when a pneumatic tyre would be made in giant sizes of such a weight that no average man would even be able to lift the tyre. Yet to-day the Dunlop Company is making pneumatic cord covers for heavy truck work that weigh 15441 b each, whilct the tube for this cover alone weighs 1611 b. or a total of 1711 b for the complete tyre. It is interesting to note that it takes over 320 of the lightest complete tyre that Dunlop makes —a path-racing cycle tyre weighing BAoz — to equal the weight of one of these giant truck tyres.

JUDICIOUS CO-OPERATION. In England and in the United States sf America giant strides have been made fn co-ordinating the utilities of the pri-vately-owned railways and the automobile passenger and goods road services. In England the Southern Rail■Vvays Company has come to an agreement with many of the automobileoperating concerns that provides that each of the contracting parties will work to the mutual benefit of both rail and road interests, and in every case has acquired a considerable financial interest in the automobile organisations with which it is co-operating. According to the chairman of that company £1.038,000 had, during the past fiscal year, been invested in that direction. The London Midland and Scottish Railway Company has also adopted a progressive road transport policy, and has an interest in automobile companies that control fleets of over 5000 motor vehicles. IGNITION AND FUEL SUPPLY. A new set of spark plugs is one of the best spring tonics for a motor that appears sluggish and generally out of sortfl. After a set of spark plugs has delivered 10,000 miles th* electrodes are apt to be burned and reduced in area, so that they no longer produce a hot spark. Thio results in incomplete combustion of the gas vapour and wasted fuel, besides unsatisfactory performance of the motor. For thio reason it is economical to install new plugs at least once a year. A spark plug insecurely installed will cause leakage. The hot gases escaping around the plug will cause it to become excessively heated, resulting in probable damage to the plug, poor ignition, and loss of power. Guard against leaks in the fuel supply pipes or flooding of the carburettor. Escaped petrol in the drip pan or elsewhere about the engine may cause serious damage or even the destruction of the car. Spilled petrol may become ignited by a heated exhaust pipe or manifold, but much more commonly it i.s ignited by burning gas expelled through the carburettor air intake when a backfire occurs in the intake system. Petrol consumption per mile increases with higher car speeds. Not only does excessively high speed lower petrol economy, but tyres and brakes wear faster.

DEATH OF PIONEER. The death is announced from Indianapolis, Indiana, of Mr Harry C. Stutz, an automobile manufacturing pioneer in the United States, at the early age of 54. He had a varied career, starting work in a machine shop at Daytona, wax later connected with an axle and a tyre manufacturing company, and then engineer to the Mannon Motor Company, afterwards producing a car of his own—the famous Stutz. JAY WALKERS. Mr Herbert Morrison, the British Minister of Transport, speaking recently at the first annual meeting of the Pedestrians’ Association, said that penalties had not been imposed upon dangerous and reckless walkers, but if road fatalities continued to increase it might be necessary to impose such penalties? THE ART OF REVERSING. Many drivers with years of experience to their credit have not, unfortunately mastered the correct and most convenient way of reversing, whether on roads or into gateways and garages, or how to manoeuvre the car out of awkward places such as garages, streets, and parking stations. The reason for the difficultyexperienced is that in reversing many people think that the steering does not produce the same effect relative to the movements of the steering wheel as when the car is proceeding in the forward direction. In point of fact it does, and in reverse the steering wheel is turned to the right to make the rear of the car move to the right, just as it is turned that way to produce a similar effect with the front when the car is moving forward. No driver can consider his motoring experience or driving ability complete until he has acquired some degree of efficiency

in mastering the reversing operations of his car. Reversing is too often neglected by the average motorist, and unfortunately many regard the control of a car travelling backwards as an unnecessary part of their driving knowledge. This needs cultivating, and reversing should not be regarded as a bugbear which is to be avoided as much as possible. THE OVERSEAS. Apparently, says the Motor Trader, the word " colonial ” has not yet entirely disappeared from current usage. To point out that our cousins in Australia, New Zealand, and South Africa take very strong exception to the use of the word “ Colonial ” when applied either to themselves or to conditions in their country should not now be necessary. As partners in the British Commonwealth of nations they enjoy similar rights of citizenship to the people of this country, and unfortunately there is about tlie term " colonial ” a suggestion of inferiority. If, it continues, the British manufacturers are going to make an effort to capture a larger share of Empire markets, let them study carefully the susceptibilities and prejudices of those whose custom they seek, and so establish that confidence and goodwill which play a not unimportant part in trade relations. The rule, which ought to be inflexible, is: For “Colonial” read “Overseas.”

NORMAN SMITH’S CAR. Replying to a query, the following paragraph appeared in the Svdnev Bulletin:— “ A little information has been allowed to leak out concerning the car which Harkness and Hillier, of Sydney, are making for Norman Smith, so that he may assault Segrave's record at Ninetymile Beach in New Zealand. The engine, lent by the British Government, is one of the hush-hush Rolls-Royce aero monsters designed for the Schneider Cup ’planes. It weighs 1501 b, and develops 204)0 h.p. at _ maximum revolutions. Cylinder dimensions are bore 6in, stroke 6Ain; how many cylinders is not stated. Segrave made his record with 900 h.p. Kaye Don failed dismally with 4000 h.p. Smith hopes he has struck the happy medium. The body of Smith's car, which will weigh, with motor, 24 tons, has been designed on the rather angular lines of Segrave's “ Golden Arrow.” Don's much bigger “Silver Bullet” was so beautifully streamlined that it offered only 56 per cent, of the head resistance of the “Arrow,” but Smith reckons that what was gained in that way was lost in steadiness. The New Zealand Government, which has a sporting streak and a keen eye for a good advertisement, is importing electric timing apparatus and in other ways doing its best to help the Australian driver. As to the beach, Smith, who did 146.31 m.p.li. on it with a 160-h.p. car, swears Lt is perfect—there’s a 16 mile perfectly straight, smooth stretch, 200 yards wide, with sand eo hard that the heaviest car at high speed hardly feathers it.”

IMPROVEMENT IN METALS. Science is helping manufacturers to make a motor car that will never wear out. Several notable advances made recently _ in metallurgy open up an encouraging prospect for owners of modest means who have to make their cars last until there is positively not another mile to be obtained from them. A British firm claims to have perfected a steel that is so hard that it is impossible to scratch it with the finest file. An experimental crankshaft for a fourcylinder engine was made and fitted to a British car. The engine ■was treated in the harshest manner possible, and denied the proper amount of oil until one of the connecting rods eeized solid to the crankshaft. After the bearing had been freed, it was found impossible to detect by the most delicate measuring instruments the slightest sign of wear after 10,000 miles running. A new steel for lining the cylinder walls is stated to be so hard that the amount of wear after many thousands of miles is undetectable. It takes an extremely high polish, so that there is great economy in lubricating oil, and a notable reduction in loss of power through friction. There is also a new aluminium alloy, nearly as strong as steel and even lighter than aluminium. Great secrecy has been maintained about its composition, but it is known to have many valuable nroper- «? s .. °> strength and recovery from fatigue that will enable manufacturers to use it for parts for which steel has been hitherto the only suitable metal, thus lightening the load and consequently tho '"'ear on vulnerable bearings. A large number of British cars are using a bearing that never needs lubricatfl lg ’ i £ or wl ?> cl >„ it ,is claimed that " >ll last practically for ever. With those advances it should be possib!e to make roller and ball bearings that will never need renewing, and an engine should never need attention except tor adjustments and decarbonising. With the general use of stainless steel and chromium plating, the only items that should need renewing in the car of the future should be the tyres and upholstery.

AMERICAN TRAFFIC RULES. Nowhere in all the world are there more stringent driving rules and regulations governing driving, traffic, and pedestrians than in the United States, writes “N. B.” in the Autocar. The Americans do not depend upon the pedestrian to control h’mself; in the United States of America he very definitely has no right on the road in any city except at a given

crossing, ami then only when the signal tells him to “Go.” In our driving signals here we have a most confusing system of hand-waving, which may mean: “I am going to stop,” “ I am turning to the left,” or “Go Ahead, ’ unless there are very carefully executed. It is almost impossible to tell sometimes what the fellow in front does really intend to do when he develops the hand-waving complex. In the United States they have just three stationary hand signals to cover everything that you wish to tell the car behind. They are:— Hand out —to turn to driver’s side. Hand up: To turn to side opposite driver. Hand down —to stop. What could be. more simple? On the problem of crossroads our American cousins have also solved the problem of who has the right of way. A stationary “stop” signal is placed at each corner in the case or equally main roads, and in the case of a lesser road crossing a main road the stop signal is placed only on the corners of the lesser road. These signals are not autotmatic, but consist simply of a large “ Stop ” stamped in relief on a board, and mounted on a black and white striped post. From each signal ia drawn a white line, and every vehicle upon arriving at that line must stop definitely before proceeding. It does not matter whether there is a line of cars waiting; each ear when the front wheels touch that hue must stop. There is often a ’ cycle-cop ” in hiding at such points ready to pounce upon miscreants who disobey the order. It is the only cure for crossroad difficulties in town or country outside the area of automatic signals anil traffic policemen. It is also unlawful ii\ America to pass a stationary tramcar, except where safety islands are provided for pedestrians; and to draw- up to the opposite kerb facing the " wrong way ” is the very best method ot earning a summons.

LEYLAND EMPLOYEES VISIT PARIS. Probably one of the largest trips ever undertaken was recently completed when some 2500 of the employees of Leyland Motors, Ltd., returned from a one-day trip to laris, a trip which constituted their annual outing for this year. Although i un^e >‘ 48 hours, yet nearly 1000 miles were covered by the tourists, and 18 hours were spent in Paris, which were occupied by a well varied programme which permitted the men to sec much of its historic beauty. No fewer than 11 special trains and three steamers were required for the conveyance of the -party and it is interesting to note that the whole ot the organisation was carried out by a committee drawn from the men, with the. assistance of Messrs Frames’ Tours Limited. ’

ITALIAN SIX DAYS’ TRIAL. Further proofs of British supremacy in the motor-cycling world are manifest from the results of the Italian Six Days’ Trial. Owing to the heavy expenses of such an event, entries were not numerous, but 50 riders turned out for the start. It may be mentioned that in all only nine British machines competed, leaving the rest of the held to Continental makes. The first

day saw the retirement of 10 riders owing to bad roads or mechanical failures. With an average of 300 miles per day over indescribably bad roads, and in mountainous country, the severity of this event can well be imagined. Even the International Six Days’ could hardly rival it. As is usual, a number of teams were entered, but as the trial progressed the chances of most soon disappeared through loss of marks. The winning team was I composed of Messrs Bellavita, Prcmoli, and Garattini, .who rode Ariels and came through without losing a single mark, thereby gaining an overwhelming victory for British over European and American manufacturers. A USEFUL CHART. The Vacuum Oil Company has just issued to all garages, service stations, and other resellers of petroleum products the new 1930 chart of recommendations, which is a guide for the correct lubrication of various types of cars', trucks, buses, motor cycles, tractors, and aeroplanes. This chart is the result of the combined efforts of 204 automotive engineers who have, had direct contact with designers and manufacturers of cars in producing the various recommendations given in the lift. The chart is translated into eighteen different languages, and is' to be found in every country in the world where automobiles are used. The Australian chart contains the recommendations for the lubrication of over 300 cars. 150 motor trucks, 40 buses, 120 motor cycles, 40 tractors, and 87 aeroplanes. It is the only chart in the world containing recoinmendations for aeroplanes. The chart originated in 1906. There were few- cars then, but the designs differed, and four grades of oil were made to meet lubrication needs of various types of cars. Later, a typewritten list of recommendations was made, but as the recommendations grew in number, they were printed and sent round to cuctomers. This was the first chart made. Through the years, with the growth of the automotive industry, the chart has grown in size as the number of cars listed has been added to. A BRITISH REPRESENTATIVE. An important appointment in the motor industry is that of Mr A. W. Hawley to represent, in New Zealand, the motor manufacturers of Great Britain. The establishment of a permanent office in Wellington is an expression bj- English motor manufacturers of their recognition of the importance of this market, and an indication of their desire to keep in close personal contact with the Dominion and its requirements. Mr Hawley's office thus constitutes the connecting link between the Society of Motor Manufacturers and Traders of Great Britain and New Zealand, and it is confidently anticipated that this

closer co-operation among the motor trade, allied with the dissemination of market and statistical information, will result in a widening of the market for English cars and trucks in New Zealand. _ Mr Hawley will make his headquarters in Wellington, but other centres will be visited from time to time with the object of co-ordmating the various factors connected with the distribution of English cars and. trucks, and thus provide one single voice through which the manufacturers and distributors of English motor vehicles may speak. A notable feature of Mr Hawley’s appointment is the fact that no preference or favour is shown to any . particular make of car, although closer co-operation will be maintained with the resident factory representatives of the various English cars available in New Zealand.

SIR HENRY ROYCE. Few men have done so much to establish and maintain British pre-eminence in motor engineering as Sir Frederick Henry Roj ce, one of the three new baronets in the recent Birthday Honours. As founder, director, and chief engineer of Bolls-Royce. Ltd., he has been responsible for the evolution of cars and aero engines that are world-famous. The story of Sir Henry's career is really that of Rolls-Royce itself, for no man has so lived for Ins work, and few in any walk of life have displayed even a fraction of his enthusiasm and endurance. Indeed, so wrapped up was he in his work that he was utterly careless of his health, and oblivious of proper meal times. Only the devoted attention of his friends prevented him from killing himself with overwork, and, in fact, on one occasion the doctors gave him but a month to live. Mr Royce was born at Alwalton, near Peterboro’, in 1863. Owing to the early death of his father, he had, while still very young, to leave school and earn his living as a newsboy. Within a year, however, his brilliant promise enabled him to get more schooling. Subsequently he was apprenticed to a locomotive works. When he eventually established the firm of Royce, Ltd., it was for the manufacture of electrical apparatus, and it was not until lA®? that Mr Royce seriousljthought of making motor cars. He was already an owner driver, but in characteristic fashion spent the greater part of the time taking the car to pieces to see how it could be improved. Towards the

end of 1903 he decided to build three experimental two-cylinder cars of a nominal 10 h p From the very beginning, with those first three cars, he set the standard by which ail Rolls-Royce work is judged. “ Good enough ” had no meaning for him. Anything which was not perfect was at once rejected. _ He was never satisfied, but was always aiming at something better. The first Royce car appeared early in 1904, but it was not until the end of that year. that production began on a commercial scale. The firms of Royce and Rolls joined forces in 1906, and it was in the following year that the works were moved from Manchester to their present home in Derby. AN ADVENTUROUS TRIP. Mr L. Craft, a Johannesburg journalist, has just completed a 7000-mile trip across Africa on a motor cycle. This is the first trip of its kind to have been undertaken. According to news received by the Vacuum Oil Company, he started at Johannesburg six months ago, and went north-westerly as far as Nairobi, and then proceeded in a northeasterly direction towards Lagos, on the west coast. The route taken lay through Kampala, Fort Archambault, Tohad. leaving thence round the fringe of the Sahara through the wildest territory in Africa. From Johannesburg to Nairobi the trip was uneventful. From Nairobi to Lagos, about 4000 miles, there were stretches so lonely that a breakdown would have meant a long march through the bush, and possibly death. Leaving Nairobi, he successfully climbed Kenya Mountains, passing over the

Equator at an altitude of 9000 feet. He crossed the Nile at Jinga in a dug-out canoe, and drove along a first-class road to Kampala which, like Rome, is built on seven hills. At Kampala, a tame crocodile was Called out of the lake by a native. This was one of the sights of the place. Along the Route Royale Mr Kraft came across a mission station in charge of Mr C. T. Studd, the famous cricketer. At Fort Lamy, petrol cost 7s 6d per gallon, and 5s 6d in North Rhodesia. Mr Kraft said that on the great north road he came across a golf course which has been visited by unwelcome visitors, in the shape of four lions. The beasts were killed by the golfers ! Mr Kraft did not bother about learning the dialects of the various tribes encountered. From white men in each territory .he learned the native equivalent for seven words —“ Good day,” “ water,” “ milk,” “ eggs,” “ push,” “ pull,” and “ wait,” and the native equivalent for the two sentences “ Where is the nearest white man,” “ Is this the nearest way to ? ” At Fort Rosebery, Mr Kraft had a swim in a beno-volent-looking river. At the time he did not know that this river was called “The Kingdom of Crocodiles.” Later, he learned, that to let one’s, hand dangle over the side of a canoe in these waters was foolhardy, and that bathing in many African rivers was a speedy way to committing suicide. Before entering Fort Crampel Mr Kraft came out of the cannibal country and travelled among people who did not file their teeth into points, as did many of the cannibals. Rubber trees lined the path for miles; fresh solution for inner tubes was always quite handy. At Fort Crampel he saw’ several men afflicted with a sleeping sickness—some looked like skeletons; others were puffed out. In one village he encountered a tribe of giant natives—the Ngama people—who were very fastidious about their appearance, and were unwilling to do anything for a white man. One of them—a real African Beau Brummel—had his hair trimmed in the shape of a fowl’s crest, and a couple of bone hairpins were stuck in it. He walked slowly, carrying a small round mirror in his hand. At Lake Chad, a huge swamp, never more than three .feet deep, Mr Kraft crossed a small section of the under French mandate, and travelled through Northern Nigeria to Kano. Kano was a.huge mud city, surrounded by a wall of twelve miles long. There are 80.000 inhabitanta, and as many vultures. The latter can be seen everywhere—in the Streets, in the yards, on the roofs, and on the walls.

Before Mr Kraft had completed the long journey of 7000 miles and before he had time to see the Atlantic Ocean, he was “ run in ” for driving without lights, and refusing to stop when ordered to’ do so by a policeman. This was his first reminder that he had reached civilisation 1 JUNIOR MANX GRAND PRIX. RUGBY, September 9. The Junior Manx Grand Prix motor cycle race took place to-day in extremely bad weather conditions over a 226-mile course. There was heavy rain in he valleys and thick mist, giving only a few yards of visibility, in the mountains. Of the 44 competitors, who rode with great dash and courage, many had minor accidents, but only one broke a limb. A young Londoner named Pirrie won on an English Velocette machine, overhauling the second man, Harding, who was also on a Velocette, in the last lap. His speed was 61.63 miles an hour, which, owing to the weather, is the lowest winning speed for several years. WON BY LANCASHIRE RIDER. RUGBY, September 11. E. R. Merrill, of Southport, Lancashire, who rode a Rudge machine, won the 136-mile race for the Motor Cycling Club Senior Grand Prix to-day by only 19 seconds. His average speed was 09.49 miles per hour. G. W. Wood, who was also on a Rudge, was second. There were 47 starters.