Motor and Cycle

Otago Witness, Issue 3995, 7 October 1930, Page 66

Motor and Cycle

3 Z

DEMON

“ People will not buy motor cycles these days—they want them given away,” said a defendant in the Magistrate’s Court at Christchurch, when asked by Mr E. D. Mosley, S.M., why he did not sell his cycle, as he had been out of work for six months. The defendant blamed the general depression for his being out of employment. “So long as you own a motor cycle it is deemed that you can afford to pay a fine,” said Mr Mosley. “ I will make it as light as possible.” A fine of 5s without costs was imposed.

KEEP SPARE INFLATED,

One reason v.Hiy .spare tyres are found to be lacking in air pressure when suddenly called into service is because owners have a habit of ordering “ thirty-five all around ” when having a filling station attendant attend the tyre inflation for them. Some of these chaps put the same pressure in the spares. An experienced motorist tells of one attendant who let air out of a spare to match that of the tyres in use. Cases of this sort may explain why so many owners have front wheel shimmy from unequal pressures after changing to one of the spares. It is a good plan to inflate spares at least 101 b above that required when they are used on the wheel. This provides a surplus of air in event that the valve gets stuck and leaks during the tyre change. It also meets the need for higher pressure yyhich often is desirable on a trip where the load is greater. \

THE EXPERT DRIVER.

Tn many ways is the “expert” more kind to his car than the most tenderhearted novice, although this may not at first be apparent to the latter. Take, for instance, that early and welltimed change down to second or third —as tfie case may be —when the engine revs up almost to its maximum. How many novices realise that it is often far. happier then than if it were slogging uphill on top, almost thumping out its willing heart? There is also no small feeling ot satisfaction to the driver as he executes his neat double-clutch change down. Again, the same, applies to cornering methods. Most drivers come up to a corner at their usual speed, then brake when they are either on top of it, or else halfway round, whereas it is far better to brake when some little distance away, then to change down and to go round with the engine pulling, ready—on a lower ratio—to accelerate away out of a possible danger zone, rather than to be ready to brake and stop right in the middle of the road, as so many people do when confronted, with a situation requiring rapid thought and action. A considerable improvement in acceleration when executing these manouvres will be noticed if intelligent use is made of the ignition control, retarding it as the engine loses speed on top, and slowly advancing it again as it accelerates away in the lower gear. As on the road do the methods of the expert differ from those of the novice, so in the motor house. In these days of detachable starting handles, not many motorists bother to crank their engines by hand before using the starting motor, although in cold weather it is a procedure often well worth adopting. But perhaps more important still, yet few people are aware of it, is to release the strangler as soon as the engine will run at all. For if the choke is used to help the engine in warming up, the almost neat petrol sucked into the cylinders rapidly washes away what little oil there may be on their walls, and in a few moments as much wear takes place in them, and on pistons as in many miles of normal running. With a little thought, and a study of the methods of good drivers, niceties of the expert soon become apparent to the less experienced, and, when mastered, please the driver as much they benefit his car.

NEW PISTON RINGS.

Putting new rings in the badlv worn engine is one way of putting new life and vigour in the driver and his passengers. It is not generally appreciated that worn rings are a menace to health.

Whenever there is “ blow by,” or leakage, of gas vapour past the piston rings into the crankcase there is set up a secondary exhaust system through the oil filler pipe or breather tube. The escape of these gases into the space under the hood means that there is certain to be pollution of air entering the car from the dash and floor boards. Dizziness and headache while driving, especially on a rainy day, are plain warnings of ring trouble.

Gas leaking past the rings usually is more dangerous than the kind passing out of the regular exhaust system, because it is less completely burned, and is flavoured with nauseating odours of lubricating oil.

REMARKABLE DURABILITY.

, Jt is probably the remarkable durability of motor cars that leads careless drivers to commit glaring faults and take liberties with the mechanism, as they consider that no amount of punishment will affect the performance of a car. While occasional lapses do not have any appreciable, effect on a car, months of harsh braking, ragged gear-changes, and wild skids will ruin even the best of cars. Manufacturers have reached a very advanced state of efficiency with their products, but they have not reached the stage where they can produce a car which will actually thrive on ill-treatment. Nothing mechanical will continue to give efficient service without due care on the part of the user, and, it is greatly to the credit of manufacturing firms that they have, practically without exception, succeeded in evolving a car which will give

good service for five or six years, and which will be saleable at the end of that period, provided it has been treated with reasonable respect.

SAFETY ON HIGHWAYS.

A feature of this year’s annual convention of the American Automobile Association, representing 1,000,000 motorists organised in more than 1000 affiliated clubs, was the adoption of a programme for the promotion of safety on the highways.

It was agreed, first, that President Hoover and Congress should appoint a Federal Commission to make a scientific study of accidents and fatalities and “ formulate a constructive programme looking to the solution of this grave national problem; second, the extension of safety education into all the schoolrooms of the country and the development of the schoolboy patrol system on a na-tion-wide scale; third, the extension to all States of safety responsibility laws similar to laws already in effect in 12 of them.”

The death and accident roll on the highways of the United States is causing grave concern to all classes. It was recently pointed out that the yearly drain exceeds the total of America’s casualties in the Great War, and it is steadily rising.

TO QUELL GANGSTERS.

That the American police make considerable use of armoured cars in dealing with the gangster criminal element is no secret. The following is a description of one of the latest. It is for Gary, Indiana:—■

The engine is 133 h.p., vvith radiator cooled oil. The speed attainable is 90 miles an hour, and acceleration is admirably suited to police requirements. The body seats seven. The windshield and windshield wings are of laminated, bullet-proof glass, more than an inch thick. Through the right side of the windshield is a gun port which will accommodate the barrels of every kind of firearm up to the size of a riot gun. A rubber liner in the port steadies the weapon when the car is being driven at high speed. About the windshield is a special steel liner which encases the entire glass, preventing bullets from passing through the windshield frame.

Bullet-proof sheet metal guards are provided over the front end of the car. Two steel plates encase the radiator. The top plate overlaps the. lower plate, leaving a gap across the front through which air can reach the radiator tor cooling purposes. Both front and rear tyres are protected from gunfire from the front. An angled guard is built over both front wheels and is attached at its upper end to the front fender. These guards cover the front tyres completely with the exception of a small space at the bottom of. the wheel, which is left for road clearance. Missiles hitting the tyre at this point, would strike on such an oblique angle that they will ricochet without puncturing the casing or tube. Special bumpers of heavy design are used both front and rear, and a heavy road lamp is built into the end of each. After all this one might be excused for' asking how much longer it will I e before someone places on the market a car invulnerable to the shock of an ordinary collision for more law-abiding countries.

THE BURST TYRE.

“ The recent regrettable accident on the Great North road in which Mr H. D. Roome, an eminent lawyer and an experienced and careful driver, received injuries from which he died subsequently, directs attention to the danger'of a burst tyre,” says the Motor. “To judge by newspaper reports of the inquest, the coroner appears to have discouraged the jury from inquiring into the technical causes of the accident. This seems unfortunate, as a lesson of value to all road users might well have been learnt. However, it. is clear that a near-side tyre burst with a loud report, and that thereafter the car swerved and overturned on to the gras*, both occupants being thrown out.

. “ The sudden drag produced on one side of a car by a burst tyre always tends to set up a swerve, but in the case of a rear tyre this is usually easy to control if the driver has a firm grip on the wheel and if the road be dry. There is always the danger, however, that even an experienced driver will instinctively and forcibly brakes when startled by the report. No evidence appears to have been given -on this point, but if braking did follow the burst it would at once lock the wheel carrying the deflated tyre and would accentuate the swerve to a marked extent. This theory’ is supported by evidence given to the effect- that skid marks could plainly be seen on the road; a freely rolling wheel does not leave marks of this kind. The final overturning no doubt due to the swerving car hitting the. grass verge. “No evidence appears to have been given concerning the condition of the tyre which failed; it may have been old and worn, or, if new, may have been incorrectly fitted." Inquiries into these matters would not, of course, have affected the verdict, and it was presumably for this reason that they were not made. Nevertheless, they might have enabled lessons to. be learnt which would have helped drivers to guard against the possibility of accidents of tlr* character.”

TAXATION IN STATES.

Outside the problem of over-production in the industry itself the head of one of the b g motor manufacturing companies of America finds one of the most serious obstacles with which thos c engaged in the motor business have to contend with

is taxation by State Legislatures. There are 48 States in the Union, and the business has to submit to the individual control of each of these separately. If the taxation on motors were a federal concern instead of a State matter, he says, it would be comparatively easy to marshal all forces and level the guns on the single legislative body until members were persuaded that their personal interests demanded restraint in levying imposts on the various phases of motor activity. In some of the States, he goes on, taxation on specific classes of motor transportation has been increased to a stage where the operation of motor vehicles is discouraged. This is particularly true, .he says, in the lorry field, some States placing a tax burden of from 300dol to 500dol on a single vehicle. “It does not need anv great perspicacity to see that when an operator of motor vehicles starts with an impost of 500dol he has to have a mighty prosperous business to pay expenses and show a profit at the end of the year.” Th< condition makes it difficult to sell vehicles in States where-this heavy taxation exists Speaking of the petrol taxation, he re marks that while this has not in the States reached a place where it is actually confiscatory, it also is rapidly developing into a serious obstacle in the srde of cars. Some of the States now levy as much as 6 cents a gallon, more than 25 per cent, of the cost of the commodity.'

MOTOR CYCLING IN ENGLAND.

An interesting account of his' experiences during his recent visit to England was given by Mr Len Couthard, the wellknown motor cyclist, on his return to Auckland. Mr Coulthard left New Zea-

land with the intention of riding in the ■ - .i .ui Tourist Trophy races, but was unaole to do so. Nevertheless, he put in a c° ns iderable amount of practice on the 1.1. course, astride a very fast Velocette, and the • experience he gained during his yifit should stand him. in good stead when he returns later to ride in the T.T., as is his present intention. “ In the T.T. races this year. Mr Percy Coleman was rather unlucky, but I consider that next year he should again be chosen to ride as New Zealand's representative, as he would start with the advantage of knowing the course and the general run of thing* on the Isle of Man,” Mr Coulthard said. “ During the five week* I spent on the island I worked with several of .the well-known T.T. riders and mechanics, and gained some knowledge of the preparation required for T.T. machines. After the races were over 1 put in a couple of weeks' hard training, and after some 3000 miles on the course Huth a racing motor I was able to register a few reasonably fast laps. Later I hope to return to England for the T.T. races, not as a colonial representative, but as a private entrant.”

Mr Coulthard visited many of the principal cinder tracks in England, and said that the standard of riding was particularly high. The majority of the trades were one-fifth of a mile round and the corners were slightly banked. A very large number of riders used the same make of machine, and as there was little to choose between the best men, a race nearly always went t-o the rider who drew the inside position. As a result of this, most of the races became little more than processions, and the winner could be picked before the ’race started. This state of affairs was not too good for the sport, and attendances were falling off, although promoters were introducing novelty events in an attempt to keep the public interested.

- “ The first thing that impressed me in London was the remarkable silence of tljp motor cycles in the city streets,” Mr Coulthard said. “ Motor cycling is tremendously popular over there, and all day there are literally streams of two-wheelers moving along the road. In spite of the number of machines in use, however, there is hardly a murmur to be heard from the exhausts. The authorities arc very strict in the matter of efficient silencers, and' the riders take care to keep their motors quiet.”

INSURANCE IN AMERICA.

“ The only way to make monej’ in the insurance field is to watch the fellow who has the policy,” says an experienced American underwriter, and, following out this policy, the big insurance companies of that country have found it profitable to spend large amounts of money in an endeavour to keep premium payers from falling upon the funds. A bureau maintained by insurance companies (it is reported in the New York Times) has 10 men travelling about constantly advising police departments how to prevent automobile thefts and how to recover stolen cars. Despite the increasing number of motor vehicles, the number of thefts is stated to be declining and the percentage of recoveries increasing. About 92 per cent, of the cars stolen last year were restored to their owners. The insurance bureau has an office in Detroit to maintain contact with the manufacturers, and as a result of this at the source of supply there are stated to be secret identification marks for each car built. The official designation of the bureau is the Automobile Protection and Information Bureau.

Most car owners in America . apparently prefer to depend upon their own resources, as only about 16 per cent, of the drivers carry public liability insurance, covering injury to other persons. The two other classes of automobile insurance are property damage liability, involving the belongings to other persons, and collision insurance, covering the loss or damage of one’s own car. The insurance companies are not overeager for bus and other, public conveyance business. Such motor vehicles, driven more continuously than private ears and in all kinds of weather, depreciate rapidly. In many cases the owners forgo insurance, relying upon court procedure to settle damage cases. The casualty companies, which have to meet competition despite the unpopularity of the risk, endeavour to insure themselves by making safety profitable to the drivers of public conveyances. Bonuses are paid to drivers who escape accidents, as tramway motormen get extra remuneration for clean records.

Known and unknown ‘ spotters” follow the buses to check up on operations. Persistent violations of traffic rules are reported to the bus company for attention, resulting in cancellation of the policy if the recommendations are unheeded. Working drivers overtime is frowned upon. Proper lubrication, to keep the machine in good running order, is stressed. Grades on the route and the time allowed for runs between cities are important factors in determining the premium rate to be paid. If the owner of a bus wishes to bear the risk of legal liability for passengers, the rate is cut in half.

More total car losses are caused by collisions than by. fires. Collision insurance, however, is a relatively small part of the automobile field, since car values are definitely fixed. About twothirds of the total automobile insurance carried covers damage to the person of others, where the liability is not readily determinable.

Prominent and. wealthy individuals whose place in the public eye makes them bright targets for damage suits, are avoided by companies anxious to keep down their loss ratio. College students and pugilists,, persons with no apparent means of support, alcoholic imbibers, narcotic addicts, mental defectives, and those with serious physical defects are listed also as above the average potential causes of loss. A bad previous accident record makes the underwriter wary, as does an apparently illicit business. Thrown upon their own resources, the non-elect are likely to have their motoring careers cut short by heavy damage suits or revocation of license. Thus the insurance companies continue indiv’ctly to cull out some of the menaces of the road.

The companies usually excuse them, selves from liability if the car insured is used in a speed contest or for demonstration or testing, or if the driver is under the age limit fixed by law. Operators of racing tracks can get cover* age, at high rates, for property damage or injuries to spectators, but the racer takes his own chances. Underwriters are reluctant to take risks on race tracks because the events do not occur often enough to. make a profitable average on the business.

Public liability insurance laws, making automobile insurance either wholly or partially obligatory for citizens owning motor cars, are in force in certain parts of the United States and Canada,

MOTOR CYCLE RACING. BERLIN, September 30. Slncock, of Victoria, w-on the 500 C.C, Race and also the fastest time, with an average speed of 96 miles an hour over 240 miles.

MOTOR REGULATIONS. LONDON, October 1

The Ministry of Transport’s review of the new motor regulations indicates that people of extremely defective sight, or subject to disabling fits, will not be allowed licenses, and the onus of stating disabilities rests with the driver. Every motorist must be insured by a thirdparty risk, and produce the policy when getting the license, or on demand by the police. A scientific test will be given to those whose sight is doubtful, and ability to read a numberplate at 35 yards distance will be necessary. Unsplinterable glass will be compulsory in new public or private cars. Disabled drivers will be. permitted to undergo a driving test to ascertain their competency, on the payment of a small fee.

PRICE OF PETROL. SYDNEY, October 2.

The oil companies to-day announced an increase of 2d per gallon on petrol, as a consequence of the recent extra taxation. The best spirit is now 2s 3d.

CONVERSION OF CAR. WELLINGTON, October 1

Three youths, Samuel Osmund Reddish (aged 19), Henry Kilkolly (aged 17), and another (aged 17) whose name was suppressed, appeared in the Magistrate's Court at Lower Hutt, charged jointly with having converted a car. Reddish was charged also with dangerous driving without a license, and having committed a breach of his probationary license by converting the car. Kilkolly was charged with driving without a license. Reddish and Kilkolly pleaded guilty to all the charges. - For the other youth Mr Watterson entered a plea of not guilty. Soitior Sergeant M'Kelvey said that on Saturday afternoon the three youths visited a skating rink, after which they prowled about the town and obtained drink from two hotels. In the evening .they took the car. Kilkolly drove to Petoue, where Reddish took control, and collided with another car in the midst of a theatre crowd, damaging that vehicle to the extent vf £l5 and the converted car to the .extent of about £4. The other youth had been dropped before the collision occurred He was practically a passenger in the car.

On behalf of this youth Mr Watterson pleaded the influence of drink and said that the youth was three years behind normal development and was easily prevailed upon by companions. .“The best thing to do with him is to grant a period of probation,” said Mr

T. B. M'Neil, S.M. “He is not as bad as the others, but I cannot allow this thing to go without a deterring influence.” He was admitted to probation for 12 months. Kilkolly was ordered to be detained in a borstal institution for' U period not exceeding two years.

MAIN HIGHWAYS BOARD. WELLINGTON, October 1. Alterations to the present constitution pf the Main Highways Board were advocated by the Papakura Chamber of Commerce in a letter received at a meeting - of the Wellington Chamber. The letter stated that, in order to give effect to the well-established principle that there should be no taxation without adequate representation, the chamber was pf opinion that the Main Highways Board should consist of one representative of the Public Works Department, two representatives (one for each island) appointed by. the motor associations, two. representatives appointed by the Coun ties’ Association, one representative appointed by the municipalities, and one representative appointed by commercial motor vehicle owners for the current year. Practically the whole of the receipts would be obtained from motorists. Motor owners’ representation on the board was at present one member, with three Government members and two counties’ members. The chamber submitted that as motorists found the greater part of the funds made available to the board, their representatives should be increased to . three, at the expense of th'e Government representatives, more particularly in view of the fact that, according to latest advices, the Government would not

be finding out of general funds any part of f the moneys to be used by the board. ‘‘ It seems to be a perfectly reasonable request,” said the chairman (Mr D. J. M'Gowan). “The motorists are finding nearly all the money. Why should they pot have more than one-sixth of the pay? ” The Wellington Chamber endorsed the Views of the Papakura Chamber. MOTOR RACING. ADVANTAGES OF NINETY-MILE BEACH. ; WELLINGTON, October 3. New Zealand is likely to be the scene before long of attempts on the world’s motor speed record. Norman Smith has already taken definite steps. The advantages possessed by the Ninety-mile Beach, north of Auckland, were given publicity in England by Mr 11. J, Butcher, a member of the executive of the Auckland Automobile Association, who returned to New Zealand by the Rangitata to-day, and from his account of the methods he used in exploiting the beach as the best stretch idr racing purposes in the world it may be legitimately supposed that one of the leading racing motorists will turn his attention to New Zealand as a field on which the ; existing speed record may be broken. Kaye Don, when he failed at Daytona to break Captain Segrave’s record, put most of the blame on the beach. A good surface of sufficient length, measured in a perfectly straight line, is of sufficient rarity to be one of the wonders of the world. In Auckland, those interested in motor racing have plenty of ground for believing that the Ninety-mile Beach is the finest available course in the world. It was on this Stretch last year that Norman (Wizard) Smith, an Australian motorist, broke unofficially the world’s 10-mile record.

“We realised that we had a good beach,” said Mr Butcher, “ and we made up our minds accordingly to put it before interested people in England. When Malcolm Campbell went to South Africa about 18 months ago he would never have attempted a record there if he had known of the Ninety-mile Beach in New Zealand. When I reached England I went straight to the Royal Automobile Club, with whom the Auckland Automobile Association is affiliated. No one could have been received better or had more done for them. They helped me in every way to put the Ninety-mile Beach before the leading drivers of England, including Malcolm Campbell, Kaye Don, and Captain Birkin.” Mr Butcher had prepared fairly completely for his campaign. He had with hiin a film of the beach, as well as many maps and photos. About 150 racing drivers, including every driver of note, were present at a special dinner presided over by Lord Howe, himself a race driver, and the film, maps, and pictures were shown. “ Before that evening was over,” said Mr Butcher, “ I convinced every one of them that the Ninety Mile Beach was the only one of its kind and the best in the world.” Campbell, Don, and Birkin all. wished to attempt the record when the advantages of the beach were explained to them, but such attempts cost a good deal.

“ When Malcolm Campbell went to South Africa,” said Mr Butcher, “ rhe attempt cost £22,0C0, excluding £lOOO spent by the South African Government in levelling the track.” Kaye Don still had the car which he took to Daytona, but there was no doubt that the machine had not been capable of breaking the record, It would have to be altered before another attempt on the record was made, but if someone would put up the money Don was willing tc come out to New Zealand. People interested in New Zealand had tried to get the Government to provide a sum for the purpose of an attempt on the speed record, but the Government had declined assistance. Mr Butcher hoped for some scheme by which a sum of money could be raised. A friend had remarked to him that if n

•world speed record were established in New Zealand it would be an advertisement worth £lOO,OOO to the Dominion. Sir Thomas Wilford was keenly interested in the plan.

Another purpose of his visit to England had been to arrange for the manufacture and purchase of an electric timing for Auckland, said Mr Butcher. The ordinary contact type was not suitable for a wide beach. Metallic strips could not safely be used. The latest type was on a beam principle, which worked satisfactorily from one side of a SOO-foot track to the other. An apparatus of this kind, costing £4OO, had been manufactured by an English fima, and was to be taken over to Paris for test purposes at the middle of the present month. When “ Wizard ” Smith returned to New Zealand in January the apparatus would be available.