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Otago Witness, Issue 3993, 23 September 1930, Page 66

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By

DEMON.

The statement that motor car registrations in Australia had decreased to a considerable extent, as a result of the financial stringency, was made by the president of the Canterbury Automobile Association (Mr F. W. Freeman), after his arrival at Wellington by the Makura from Sydney. “ Many private owners,” said Mr Freeman, “ are laying their cars by until the depression lifts. There were 647,500 motor vehicles of all kinds in Australia at Christmas, but since then the number has been reduced by 20,000. The effect of this reduction in the use of motor vehicles is noticeable in the streets of Sydney.”

A MEDICAL OPINION.

Sir William Arbuthnot Lane, M. 8., M.S. (Lond.), F.R.C.S., an eminent English surgeon and health specialist, in outlining the many advantages of owning a motor cycle, states: That the motor cycle offers workers in many cities almost the most practical means by which they can spend their leisure in the open air and at the same time obtain from the sunlight a maximum advantage. That the motion of a motor cycle stimulates the various organs of. the body to perform the functions efficiently, and that riding a motor cycle teaches a man to arrive at rapid conclusions—a capacity which is often of vital importance in business.

ITALIAN GRAND PRIX.

The Italian Grand Prix, which was run last Sunday week, resulted in a win for Varzi, who averaged 150.4 kilometres an hour. Arcangeli was second, and Maserati third. (Photographs of these speed merchants appear on this page.) The three first men drove Maserati cars. Varzi also won the event last year, and in the meantime has become champion of Italy.

In the 1000-mile race held in Italy early in April, Varzi finished second, and won the 21st Targa Florio, one of the most gruelling road races in the world, shortly afterwards. Maserati was among the first half dozen in the Targa Florio. Varzi is a brilliant performer, and has taken part in motor cycle races both in England and on the Continent. THE GOLDEN ARROW. The Golden Arrow, the world’s most famous racing car, in which the late Sir Henry Segrave established the world’s land speed record, has arrived at Auckland by the Ulimaroa. The car will'be exhibited at the All-British. (U.K.) Motor' Olympia, which is to open at Auckland on October 3. Presented to the British nation by Sir Charles Wakefield, the Golden Arrow is being taken round the world under the auspices of the Society of Motor Manufacturers and Traders. The ear cost £lB,OOO to build. The following details of the car should prove of interest:— Overall length, 26ft; overall height, 3ft Sin; weight. 24 tons; wheelbase, 13ft 4in; ground clearance, 7in; engine, 12 cylinder, 930 h.p.; bore of cylinders, 5 l-Bin; stroke, sJin; tyres, 37in x 7in; tread thickness, l-10th of an inch; maximum speed in low gear, 81 m.-p.h.; maximum speed in second gear, 160’m.p.h.; record speed. 231.36 m.p.h. TWELVE SIMPLE RULES. The secret of enjoyable and safe motoring can be compassed in a dozen simple precepts, according to Mr Wallace R. Campbell, president of the Ford Motor Company of Canada, Ltd. On the eve of the summer motoring season, when thousands of tourists will take to the highways throughout the Dominion, the need for greater safety cannot be overstressed, Mr Campbell said. Driving will become more complex. For the sake of common safety and courtesy, it may be well to fix in our minds, so that they' may become a part of the automatic reactions of motorists on the road, the following simple automobile driving rules. ~ These suggestions are merely common sense as applied to driving. Every experienced driver knows them. But a review of them can do no harm. The twelve rules are:—

.1. Courtesy comes first. Consider the ■Tights and privileges of others. 2. Keep your mind on yourdrivin-r. and anticipate sudden emergencies.

3. Learn the " feel ” of having your car under control.

4. Obey all traffic and parking regulations.

5. Keep to the correct side, and comply with road markings and signs. 6. Signal for stops and turns —watch the car ahead.

7. Slow down at crossings, schools, and dangerous places. 8. Never pass cars on hills, curves, crossings.

9. Adapt your driving to road conditions —rain, ice, soft spots. and ruts. 10. It doesn’t pay to take the “ right of way ” too seriously. 11. When you drive, remember the times when you’re a pedestrian. 12. Know the law. It was passed for your protection.

WAR OFFICE TESTS.

The British War Office has been carrying out tests with a standard fourcylinder. air-cooled aero engine, the results of which have proved really interesting, especially as it is an open secret that many of the British motor-cycle manufacturers are also experimenting with fourcylinder engines. This engine, which has overhead valves and the cylinders in line, has covered 51,000 miles without decarbonisation, or, in other words, it has flown for 600 hours—not continuously, of course —at an average speed of 85 miles an hour. Alien we consider that few motor cycles can cover even 5000 miles without being dismantled for carbon removal, thia performance seems almost unbelievable. But the facts are unquestionable, and they give r.se to the hope that four-cylinder motor cycle engines will be notably fre e from carbonisation troubles. They must necessarily be less simple to decarbonise than the single-cylinder engines to which motorcyclists are at present accustomed, but provided they can run for longer periods the added complication matters but little. Of course, with an aero engine there is not the constant opening and closing of the throttle that occurs with a motor snnVoa SO - V ier fu is selt ? om an - v lubricant sucked into the combustion chambers. Also, less dust is induced (if motor cycle carbon is analysed it is found to be largely road grit). But even when these facts are taken into consideration there seems ? n . ln j accol 3 n table difference between the inter-decarbonisation periods of our single-cylinder motor cycles and this aero engine It is believed that the advent of four-cylinder motor cycles will mark a new era in the reduction of maintenance work also in silence and flexibility, and that decarbonisation will become an annual or, at most, a bi-annual task.

high tariff duties. Under the present tariff the rate of duty on cars from the United Kingdom ■was pei- cent., from Canada per cent., and United States of America 57 per cent. Under the new tariff these f at ? s increased to 28J per cent. United Kingdom, 55 per cent. Canada, and 1 6 per cent. America. DUTY ON CANADIAN CARS. .The increased duty on Canadian cat's, is viewed with complacency by importers of American cars, and with enthusiasm by importers of English cars (says the Radiator). The trader dealing in American. cars has been heavily handiWlt j t 1 competition of cars from Canada, and these cars will now compete on more even terms. The bi- increase in the preference to cars from England will tn th % R rice ,. of English cars nearer to those of Canadian and American mantifacture, and should materially increase the proportion of English cars sold on the New Zealand market. We do not think this increase will be so rapid as many ?090 I V aP i Pea 1 r to expect ‘ For the year 1929 England Secured 16.13 per cent, of tOt i a -i? um !j er cars Bold m' New Zealand. For the first six months of 1930 this percentage has increased to 20 per cent., and it is unlikely that the percentage for the y ear 1930 will exceed 22 per cent, or J 23 per cent. If in 1931 England secured one-third of the business, with a growing PTPPortion, in the following years, we think that is quite as rapid as the changeover will come. In England itself a large proportion of the cars used are imported from other countries, and it is hardly to be expected that in New Zealand the percentage of English cars will be as large as it is m England. Thanks mainly to the success of the baby cars on the New Zealand market, the business of the English manufacturers appears to be more favourable than it has been for many years.

The_buyers of baby cars are in many cases first buyers, and learn their motorinin these small cars. They will naturally follow on to larger cars, and will be able to handle and appreciate the English car much better than one who has had all Ins experience in an American car. In this way the baby car is doing splendid work tor the English manufacturer, the results on ke noticeable as time goes RUNNING-IN PERIOD. Although it is not unusual to hear owners of new motor cars boasting -that they have found it unnecessary to observe closely the restrictions of a “ running-in ” period, careful attention to the advice ■ given by the manufacturers about the first 500 to 1000 miles of running is certain to avoid damage to the engine in its early life and to increase the likelihood of freedom from important troubles after the "new car” feeling-has departed (says a writer in the Melbourne Argus). Manufacturers of the more expensive types of motor cars “ run their engines in," usually n the bench before the cars are deivered; but with mass-produced cars of

more moderate price that is not possible, and the responsibility devolves upon the owners. . It will be found that careful running-in will have an important influence upon the service obtained from the car.

Owners of most medium-priced cars can assume safely that their engines have been run for probably not more than 24 hours before delivery, while the transmission may* not have been run for more than six hours,. In consequence the metal surfaces which rub together (bearings,—gear teeth, and pistons and cylinder walls) lack the polish which results from prolonged running, and work with considerable friction, which generates heat in proportion to the speed at which the parts are moving Up to a point this heat will escape immediately, but if the limit be exceeded high temperatures will cause serious damage. Heavy loads, permitting a new engine to labour up a steep hill in top gear or driving the engine at a high speed on an indirect gear will accentuate trouble.

The only safe rule to follow is to avoid allowing a new engine to labour or to run too fast. It is impossible to adhere to a 25-mile-an-hour limit, because even if that speed is never exceeded a long, full-throttle climb in top gear at 25 miles an hour or a second gear climb at the same road speed and high engine speed may do a great deal of harm?" The best cheek is to avoid driving the engine at more than about half-throttle, and so to limit the loading of the bearings automatically. Some engines are built with the parts very tight, and in these 500 miles of gentle running may be insufficient to free the bearings. Short bursts of speed with this object, after 500 miles have been covered, will do no harm, if they are not maintained for more than half a minute, and the engine has > been thoroughly warmed previously. Until the bearings become freed to some extent it is advisable to give the engine one or two turns by hand with the switch off before using the starter, thus helping to

free the bearings, sucking -as into the cylinders, and conserving the battery. When the engine fires it should be run slowly for a few minutes to give the oil time to circulate.

In driving after the first 500 miles has been completed tha owner should be guided by the condition of the engine. If it is perfectly free he can drive as he likes, but if it is still stiff prolonged full-throttle running at high speed should be avoided for a further period. It is desirable to drain the sump and to refill it with fresh oil after the running-in period to remove metal particles and other foreign matter, and, although few owners take the trouble, the rear axle and gearbox should also be drained and refilled. Minor chassis bearings may be lubricated wtih thick oil instead of grease, because the oil will work between the tightly- fitting surfaces more readily. New brake linings are always subject to a little “ bedding-in,” and they should be adjusted to compensate. Of equal hn portance is the cellulose finish of the bodywork. which, if covered with a good wax polish at intervals of about a month, will retain its new appearance for many months.

CARE OF THE CAR. Owing, to its inaccessible position ami the small size of the filling holes, it is frequently difficult to fill the battery with distilled water without first pouring a considerable quantity of the liquid over the top of the battery. There are now on the market excellent syringes for the purpose, but if one cannot obtain one’ of these, secure two lengths of glass tubing, one rather shorter than the other, and fit them into two holes which are drilled side by side in the cork of the bottle. In use, a finger is held over the end of . the shorter tube, while the longer one is being directed towards the filler hole, and no water will come from this long tube until the finger is removed from the short one, for till this is done no air can enter the bottle to replace, the water. If the motorist owns a hydrometer, as he should, this may be used as a syringe for filling the battery’. —Jerky Speedometer.—

Most speedometers are driven from the transmission, and on several popular cars the driving gear and worm are lubricated from the universal joint. The speedometer should accelerate smoothly with the car, but occasionally it will seem to catch and swing from the correct position, registering from five .to ten miles fast at each oscillation, especially when the-car is being driven fast. Investigation of a number of cases revealed that it was not the speedometer drive which was af fault, but that the grease was entirely gone from the universal joint due to neglect, and the friction of the gears driving the speedometer was sufficient to cause the jerking. ..Repacking the joint with grease restored an even movement of the speedometer.

—Leaking Windscreens or Windows.—

After a car has run a few thousand miles it is often found that when a really heavy rainstorm is encountered the windscreen or windows are not so weatherproof as of yore, and that water is entering through hitherto ■ unsuspected orifices, to the general discomfort of the occupants. This may be permanently and quickly remedied by purchasing a packet of plasticine and rubbing and pressing it well into, the suspected joints. It will be found that the finger alone will not push the plasticine sufficiently’ well down, and a stick of wood, of suitable size and shape, can be used with advantage. —Graphite for Brakes. — It is claimed that brake squeak can be prevented without loss of braking efficiency by painting the surface of the shoes with a mixture made of a little powdered graphite in petrol. At the first or second application of the brakes after this treatment they’ may not be fully’ effective, but thereafter it is said that their power will, if anything, be increased, while squeaking will completely disappear. —Spare Spark Plugs.— A method used by English motorists for keeping their spare spark plugs in a handy position is to screw a piece of wood on to the rear of the dashboard, underneath the bonnet, containing four (or any number) holes to take the plugs. FOUR-WHEEL DRIVE. Just as four-wheel brakes have proved to be the outstanding mechanical innovation for the post-war decade, 1919-1929, so does it appear that front-wheel driving may’ well constitute the chief feature in chassis development during the next few years. In each case extensive tests on racing, cars formed a prelude to the use of the new method for everyday’ automobiles. The success of a front-drive chassis at Indianapolis recently’ may’ be taken as proving firstly that this type of transmission can be made to afford the necessary- durability-, and secondly that it provides definite advantages in respect of road holding and cornering. Three things, may therefore be accepted as having been proved, these being (1) that front-wheel driving provides certain definite advantages not obtainable with a rear-wheel drive; (2) that there is no insurmountable difficulty in providing a thoroughly’ reliable and durable front-drive mechanism, and (3) that front-wheel driving has a definite appeal to the public as being a new and interesting development worthy- of special attention. Consequently’, there is little doubt that for 1931 the ranges of cars of this type available will be extended quite materially. —The Rear Springing.—

The rear wheels may either be mounted on a light cranked axle or may be carried independently upon pivoted levers. The independent principle has much to commend it, as it reduces unsprung weight, and furthermore, by allowing the wheels to move up and down without tilting, enables a wider body to be fitted for a given track. It is no exaggeration to claim that front-wheel driving has an added attraction in virtue of facilitating the individual and independent springing of each wheel, so rendering axles unnecessary and greatly improving riding comfort. The vertical range of movement of the front wheels need not be very great; consequently, there is no difficulty in driving them by cardan shafts from a final drive built in unit with the gearbox and carried by the frame. The rear wheel springing, upon which the comfort of the passengers chiefly depends, can be made extremely flexible, as there is no drive to impose limitations on their -aiige of travel.

—Lightness of Steering.—

Contrary’ to. popular belief, the steering of a front-drive car is not rendered heavier to control by’ the transmission

mechanism. This is probably due to the fact that .when the front wheels are driven it is not necessary to employ a castor angle such as is required to give stability to the steering of an ordinary car. The absence of castor reduces the effort required to move the wheels, and thus amply compensates for the drag pro--duced by the transmission.

A point which should appeal to owner-; drivers is that with the engine, gear-box, and final drive all in one unit at the front, there is no reason why a single oil filler should not suffice for the whole j°t>- ‘Thi® can be accessibly placed under the bonnet in the usual way. anfl compares favourably with the oil fillers; ordinarily located on the orthodox gear-: box and rear axle under the floor. Thq fact that there is no mechanism of any’ kind under the body of a front-drive car naturally reduces the number of in, accessible points requiring lubrication. Furthermore, the body builder is given a free hand, and can provide a flat/ low= level floor. UNAUTHORISED “CAR MINDERS.” In Sydney, it is reported, the police are awaiting the proclamation of recent; amendments’ of the Motor, Traffic Act before beginning a campaign against tin, authorised car-parking attendants. The nuisance is no less marked in Melbourne, and cases have been reported to the police- and to motoring organisations in which motorists who have refused the services of unofficial “ car-minders ” have found that tyres had been slashed in their absence, tools stolen, and that other damage has been done to cars. The Traffic Committee of the Melbourne City Council is considering the subject, and in the meantime it advises motorists to give in charge unauthorised persons who ask for money- for minding motor cars left in city streets. Discussing this advice, the president of the Royal Automobile Club (Mr A. G. Harston) said:—“lt is to be hoped that the promise of the chairman of the Traffic Committee to assist in removing the pest will be fulfilled. Lately the pest has grown worse. A policeman is not always at hand when illegal demands for parking fees are made.”

CARS FROM CANADA. AUCKLAND, September 15. The last shipment of Canadian motor vehicles and parts to come into New Zealand under the old tariff arrived at Afltkland by the Canadian Leader, today. The ship left Montreal on July 31 with 900 tons of cargo, principally motor cars and accessories, for New Zealand.

The Order-in-Council altering the rates of duty on Canadian motor vehicles and accessories to the general tariff in force in April last was gazetted on August 20, when it was announced in the House of Representatives that the increased rates would not apply to goods which had already been exported from Canada. As the Canadian Leader left Montreal on July 31 her cargo will not be subjected to the new rates, but the next shipment of motor cars and accessories for New Zealand on board the Canadian Highlander, which left Montreal on August 26, will come under the increased duty announced on August 20. A further shipment of cars will arrive by the Canadian Commander which left Montreal on August 29, and this shipment will also be subject to the increased duty. x The opinion that any shipments of Canadian motor vehicles which left Canada before August 31 would be admitted under the old duty was expressed by the manager of an Auckland motor house.' He said that the date August 20 had been fixed merely tentatively, and that there was a general consensus of opinion among local motor traders that any cargoes of Canadian vehicles for New Zealand which left as late as the end of September would probably be admitted under the old rates. Representations to this effect, he stated, had been made to Cabinet, and it was understood that they were being given favourable consideration.

Inquiries among other local importers of Canadian motor vehicles failed to support the-theory that the period during which Canadian vehicles would be admitted under the old rates would bo extended. The general opinion among those interested was that the shipment which has arrived by the Canadian Leader would be the last to come into the country under the old rates.

OLYMPIA MOTOR SHOW. RUGBY, September 15. Seven other nations will be in rivalry with British manufacturers when th*e world’s biggest motor show is held at Olympia, London/next month. The Bri-

tish manufacturers are choosing the motor show for the opening of an intensive campaign to capture a bigger share of the overseas markets.

Seventy-four car manufacturers will be exhibiting, the majority being British. America has the next largest display, and then come France, Italy, Germany, Belgium, and Austria. All-round price reductions for better cars are promised. The cheapest car to be shown will be a British “ baby ” costing £125, and the most expensive is a German model, at the same price as, or cheaper than, American vehicles of the same type. For the first time motor boats are to be included ,in the exhibition.

MOTOR TRADERS. TIMARUj September 16. The thirteenth annual ■ general meeting and convention of the New Zealand Motor Trade Association, held in conjunction with the New Zealand Wholesale Motor and Cycle Traders’ Association, Ltd., was opened to-day in Timaru, when about 100 delegates were officially welcomed to Timaru by Cr J. Todd, in the absence of the Mayor (Mr William Angland). In addition to the delegates, who hail from all parts of New Zealand, there were-many ladies present at the welcome. Attending the conference are Messrs L. A. Paish (H.M. Trade Commissioner), ®. Croft (Canadian Trade Commissioner), Julian Foster (United States Trade Commissioner), and J. A. Hawley (representing the , United Kingdom motor, manu-

facturers), who wjll discuss trade matters with the delegates. The annual report was of a lengthy nature, and dealt minutely with the activities of the association during the past year. The balance sheet disclosed that the association was in a sound position Both were adopted. The election of officers resulted as follows:—President, Mr G. W. Tench (Christchurch); auditor, Mr E. B. Jennings (Palmerston North); treasurer, Mr J. F. Cousins (Wellington); council— North Auckland Mr F. Reynolds; Auckland, Mr F. B. Cadman; South Auckland, Mr F. J, Farrell; Thames Valley, Mr C. S. Wallace; Te Kuiti, Mr M. Jones; North Taranaki, Mr E. J. Ferguson; South Taranaki, Mr W. Mortlock; Gisborne, Mr G. A. Nicholss; Wairoa, Mr H. Fox; Palmerston North, Mr V. G. y Wanganui, Mr E. W. Mereweather; Wairarapa, Mr G. Hughan; Wellington, Colonel Avery; Nelson, Mr J. G. Ingram; Canterbury. Mr G. W. Tench; South Canterbury, Mr C. W. Wood; Ashburton. Mr J. Smallbone; North Otago, Mr H J. Jenkins; Otago. Mr John Black; Southland, Mr H. Schroeder.

MOTOR CAR FATALITY. WELLINGTON, September 18. There was a dramatic development at the inquest on a man who was knocked down and killed by a motor car. The driver, Victor Brownson, on going into the box, flatly contradicted the evidence of the witness, J. E. Watts, who had sworn there was a woman in the car, and that after the accident she got out and disappeared on his (Brownson’s) advice.-

The coroner, in returning an open verdict, remarked that Watts’s evidence was too detailed and circumstantial to be dismissed as a mistake. The victim J° n . es > a single man, aged 57. The accident occurred at the corner of Ghuznee street and Cuba street at about half-past 10 on the evening of September 2. In endeavouring, according to his own story, to avoid a man who was crossing the street, the driver of the car, Brownson, a jeweller, of Wellington, swerved and mounted the footpath, running into the window of Hallenstem Bros. Jones, who was standing talking with some friends, was knocked against the window. He received severe injuries, and was taken to hospital, where he subsequently died. lhe inquest, which was presided over by Mr J. S. Barton, S.M., as coroner, was conducted by Senior Sergeant H. Butler. Brownson was represented by Mr Leicester. J

„ T Rf H °oper, house surgeon at the Wellington Public Hospital, said that Jones was admitted to the institution suffering from shock, abrasions, and a fractured leg, and died eight days later. i ßo ?Tno„ Walter Clark said that at about 10.30 p.m. on September 2 he was standing on the footpath at the corner and Cuba streets alongside tl .®. H.B. window. He was talking with Jones and a man named Smith. His back was toward Cuba street. Suddenly Smith said to him, “Look out.” Witness was then struck by a motor car, which mounted the footpath. He received a few minor cuts and bruises. He did not see what happened to his mates. He did not see anyone in the car after the accident. He did not hear tbe born of the car. Jones, who was perfectly sober, was taken to the hos-

Similar evidence was given by Albert W™ e Wl °- aS landing at the corner, but was uninjured. Stanley Paget said that the whloh an a PP eared to be undecided dHvor 1 ° g °’ and ’ to avoid hi, n, the 4t no tin/ 16 SWerved to the left. At no time was the car travelling at a hour H?l er ?° to 15 miTes an houi He heard the horn sounded as the H. r turn into Gh “"“ oifbo, n# fc See any won, an in the car either before or after the accident, hef; ?L i Watts said ba did not hear the driver sound his horn. He saw a man and a woman in the car. The woman was in the driver’s seat. He asked if either was hurt. The man said apparently addressing the woman : “ You make haste and get out of it.” The woman got out and the man moved over into the driver’s seat. He did not see the woman again.

fh5 U J^. Men J Oi , said that in his opinion tion nmWl 0 tke . , car had exercised canevitable* accident a PP ea red to be inCharles Otterson, who described himself as a private detective, said he thougnt b e dr^ e J bad used discretion in swerving to the left. He spoke to the driver after the accident. There was no woman in the car either before or after the accident.

The coroner: Why did you make the statement in the first place that there was a woman in the car?

Witness: Oh, I had a good deal of other business at the time which I was thinking about.

The coroner: Man! Man! Do you expect this court to believe that? J do not attach the slightest reliance on anything you say.

The coroner said his finding was that the deceased died in the Wellington Hospital following shock and injury received by him on September 2 when he was knocked against a shop window by a motor car then in the control of the owner, Victor Brownson. There was a conflict of evidence, said the coroner, as to how Brownson was controlling the car at the time. He accepted the evidence of the witness Watts as true, namely, that there was a woman in the car, and that when the witness reached the car immediately after the accident she was in the driver's scat, but promptly got out and went away.