Motor and Cycle

Otago Witness, Issue 4039, 11 August 1931, Page 62

Motor and Cycle

by

DEMON

A woman who was prosecuted in the Police Court, New Plymouth, for driving a motor car without being the holder of a driver's license, made the excuse that she had a license, which had been taken out last September, and she thought it ran for a year from the time at which it was taken out. The county inspector, who laid the information, said the defendant reallv believed she had a current license, and had not realised that it should have been renewed this year.

A Dunedin motorist with a penchant for quotations reccnty experienced a serious breakdown some distance from the city, and enlisted the services of the foreman of the garage where he had purchased his car. He wrote to the proprietor of the garage expressing his gratitude for the timely assistance of the foreman, and, in optimistic vein, concluded his letter with the remark that, “God was good to lbs own, but he trusted that the devil would not come along with a big bill-’ The motorist received a reply that it w’as verj gratifying to hear a note of appreciation instead of the more familiar complaints, but the proprietor, who had evidently found that two could play the same game, added the remainder. “ The Lord loveth a cheerful giver.”

PROCEDURE AT INTERSECTIONS. ( A rotrnh census taken recently by the j National" Roads and Motorists’ Associa- t tion of New South Wales among a number ] of its members indicates that what should < be an obvious and invariable rule when 1 approaching intersections is frequently . broken by drivers. . The question was , asked, “In approaching an intersection. , which way do you look for cross traflic . 1 In a surprising number of cases the answer , was “To the left.” A moment s con- j sidcration will show that the first R* a,,e ® . for traflic at an intersection should be , to the right, because in passing oyer the j intersection one crosses the path of traffic . from that direction on the cross road j before that traffic from the left. Closer attention to this rule would undoubtedly ; avoid many of the minor accidents whicn now occur at intersections, and -which . make up a considerable proportion of the j total number of motor accidents. I < 20,000,000 FORD CARS. A striking summary of the manner in which the output of the Ford motor works has grown has been provided by the com- j plction recently of the company s twenty- , millionth motor car. i The first Ford car—a platform on four ■ bicycle wheels, which was errati- , cally driven by a 4 h.p. two-cylmder motor —was built in 1893. It was not, however, until the end of 1910 that 1.000.000 cars had been produced by the Ford works. Thereafter progress was rapid. An additional output of 1.009,000 , cars had been produced by the middle ot 1917. and the total output reached 5.000,000 cars in May, 1921. In June, 1924. the output had increased to 10.000.000 cars, and by May, 1927, 15.000,000 cars had been produced. Almost concurrently with the production of 20,000.000 Ford cars in the United States the Ford wo-ks in Canada has produced its first 1,000.000 vehicles. BRITISH MOTOR CARS. A summary of motor car registrations of new vehicles for the period from January to June in the years 1929, 1930. and 1931 shows that the percentage of British cars registered increased in each State of Australia for which figures are available. The percentage increases are as follow: —

CHANGES IN TEN YEARS. At a time when many motorists are discontinuing the use of their cars because of the running cost, it is interesting to examine the decline in the cost of motoring in the last 10 years (says the Melbourne Argus). In December, 1920, petrol was 4s Id a gallon in Melbourne —more than twice the present cost —and it was as high as 5s in some country towns. The cost of cars was nearly 50 per cent, greater, despite the recent burdens on the importation of chassis imposed by .heavy duties and exchange costs. The cost of motor tyres is now little more than half what it was 10 years ago. The reduction of motoring costs has been greater in the last 10 years even than these comparisons suggest. The modern motor’ car is sturdier than the car of 1921, and depreciation is less. Depreciation has been still further reduced by the general and marked improvement made in roads. Finally, the efficiency of engines has been much increased. so that the consumption both of fuel and oil of the modern car is lower than that of one of equal power and weight in 1921. The decline in the cost of motoring to the present level began in 1921, when the price of petrol was reduced from 4s to 3s 6d per gallon. There. was a further reduction to 3s a gallon in 1922. and in 1923 it fell to 2s 3d a gallon. The price

varied between 2s 3d and 2s 5d a gallon until 1926, when it was reduced to 2s a gallon.

CLOUDY WINDSCREENS.

Rain on the windscreens is always a source of considerable annoyance to motorists when driving, especially at night, and may be the cause of an accident unless the speed of the car is materially reduced. Although the driver may be able to see the road fairly well by the aid of the screenwiper, it is most disconcerting to the passengers in the car, whose vision has been greatly limited. A good plan to overcome the trouble is to use vaseline. If, while the screen is quite dry—it is useless otherwise —it is well smeared with vaseline, the rain will float in a non-wavy and quite transparent film, and there will be no distortion of the vision. The essential thing is to see that the screen is quite clean and perfectly dry r before applying the vaseline. A good rubbing with a silk handkerchief is the best preparation. THE PETROL TAX. Motorists can congratulate themselves that they' escaped an increase in the petrol tax (says the Christchurch Times). The country has serious financial difficulties to contend with, and there was a definite opinion among motoring people that an increase was almost certain. Motorists, taxed as they are, have contributed very little toward lightening the load of the deficit. A huge sum was paid last year by’ motorists, no less than £1.840,000. but apart from subsidies to local bodies, from which the Consolidated Fund has been relieved by -transferring the liability to the Main Highways Board, there has been no relief of the general position. There is not the slightest doubt that any’ increase would have been met with severe opposition. Any act ion along the lines of an increase would have had a double-bar-relled effect, inasmuch as it would have resulted in less petrol being used. Already there are signs that cars are not being used so much as they were. However, when the warmer weather comes along a marked increase will be noticed in the re-licensing of automobiles; and the consumption of spirit is sure to increase. FIRST ELECTRIC SPARK. As long ago as the beginning of the nineteenth century it was known that an electric spark could be used to fire an explosive mixture. It was not until about 1860, however, that a practical form of electrical ignition was brought into being, viz., that of an induction coil and primary battery operating through a contact breaker and sparking plug. Previous to this, electric sparks could only be obtained by friction, that is, frictional or static electricity’ as produced by a Leyden jar or electrophorus; but the scheme was impracticable as applied to an engine. In the early days of motoring batteries were not reliable, and it was not convenient to carry them on the car, so that, in consequence, it was necessary to make use of what is known as tube ignition. This consisted of a small platinum tube closed at one end. this part being maintained at a bright red heat by means of a flame produced by a small petrol blow-lamp. The explosive gas was fired by being forced into this tube at the end of the compression stroke. Such a system soon went out of use when portable accumulators became more satisfactory, and the coil and battery ignition system became well established and steadily improved until it was practically superseded by the magneto, which enjoyed popularity for many years. Now', however, coil ignition is once again coming to the fore, and is used, in fact, by the majority’ of motor car engine manufacturers.

BOTH INSURED. You’d be surprised if you got a peep into the files of the insurance companies and learned the details of the many weird and wonderful accidents on which they have to pay out, recently wrote the Topical Times. The insurance company always warns motorists about the danger W’hich hovers around when the water in the radiator begins to boil. They tell you to let it cool off before you attempt to remove the radiator cap. A motorist didn’t wait, and thereby happened a double-barrelled accident. This fellow with a companion and a dog were driving along the road when the radiator began to steam. All three of them —men and dog—came out of the car to investigate. Immediately the owmer unscrewed the cap. As it came off, live steam spurted out and up the motorist’s sleeve. A severe burn resulted, but that w’asn’t half the story. The startled man leaped backward and caused his friend - , to step on the dog. The dog didn’t relish that sort of treatment. He sank his teeth into the man’s leg. Even that didn’t end the casualties. The man got up and kicked the dog, and a friendship ended there. In spite of the pain from tire burn the owner of the ear and dqg wasn’t going to see anybody kick his pet about. He slammed his erstwhile friend on the nose, breaking it. These details are all in the accident company's files, as both men -were insured.

TOUR DE FRANCE BICYCLE RACE. The Australian riders, Hubert Opperman and R. W. (Fatty) Lamb performed excellently in this, the world’s longest and

most strenuous race. Some idea of the severity of the conditions encountered may be gauged from the news that Opperman lost 10 Mb in weight while Fatty Lamb worked off a. couple of stones weight during the event! Considering that Lamb is quite new to the course and conditions, and that Opperman had not ridden in the Tour de France since 1928, the final placings of thirty-second and twelfth respectively reflect great credit on Australia’s representatives, especially in view of the hard luck of which both men seemed to gel more than a fair share. In passing, it is of considerable interest to note that the bicycles used by the Australian team were built throughout in Australia with British B.S.A. cycle fittings. The Tour de France Race covers 3123 miles, and is a supreme test of endurance for both riders and machines. MOTORS AND EDUCATION. Every day 42,000 motor buses all over the United States are carrying 2,000.000 children to and from 17,000 schools. The service costs the States about. £8.000.000. Tn the period of bus transportation growth between 1918 and 1928. one-room rural schools diminished in number from 195.000 to 153,000. and consolidated schools increased from 5000 to 17,000. THRILLING RACE. JUNIOR TOURIST TROPHY. (From Otago Witness’s Representative.) LONDON, June 18. The Junior Tourist Trophy motor cycle race w - as won on the tortuous Isle of Man course on -Monday by Percy Hunt, a 22-year-old Manchester man, on a British Norton machine at a record speed for the course of 73.39 miles an hour. H. Tolley, from New' Zealand, on a Montgomery, had a remarkable escape when his back wheel collapsed. He was thrown clear and unhurt. Hunt was closely followed by two other British entries —J. Guthrie, on a Norton, whose time was 3hr 37min 26scc —72.90 m.p.h.—and G. E. Nott, on a Rudge, 3hr 39min 15ec—72.37 m.p.h. The next three places were also secured by British machines. The race was thus a triumph for British motor cycle manufacturers and riders in face of keen competition from foreign and overseas challengers.

The race is the severest test for motor cycles in the world. The course winds up mountain sides and down into valleys, round treacherous hairpin bends, and over humped-back bridges that would raise terror in the hearts of all but the m, trepid, fearless drivers who take part in the race. The total distance is 2641 miles —seven laps of the 37} miles circuit. C. J. P. Dodson (Excelsior), S. Woods (Norton), J. 11. Simpson (Norton), and Percy Hunt were careering aloryg the second lap at speeds well over 70 miles an hour in a great duel for leadership. The terrific pace w-as already crackingup some of the machines (says the Daily Express correspondent), and retirements were following in quick succession. Percy Hunt, who lost valuable time by a bad start, was going all out to retrieve the lost seconds, and his second Jap broke the existing record for the course in 30min 20sec, at 74.65 m.p.h. He did not hold the record for long, however, for J. H. Simpson, who started later, net up new figures, with 30min 12sec at 74.98 m.p.h. Over the third lap the machines seemed to go faster. Indeed, as each lap progressed it became clear that the course record for the junior event would be broken. It was a grim and inspiring struggle. So the ding-dong duel w’ent on lap after lap, until in the fifth circuit the greatest thrill came when Hunt, amid roaring cheers, passed Simpson at a terrific speed. Simpson had lost time on the mountain, and his chance faded away. Hunt was going strong, and Guthrie had reached second place. The last lap was a stirring spectacle over every inch of the course, with

Guthrie going all out to overtake Hunt, and Nott also challenging. The end was near. Hunt flashed down the mountain like a demon of speed. He cornered magnificently at Governor’s Bridge, and then shot past the stands to an ovation that drowned the roar of his engine.

NORTH ISLAND UNION. PALMERSTON N„ August 5. A meeting of the North Island Motor Union Executive discussed in committee the question of main highways finance. A letter was received from the Prime Minister (Mr G. W. Forbes) that opportunity would be given to motor unions to submit evidence before the Select Committee reported. The union objected to the proposals of the Railways Department to increase the charges for using railway road bridges, of which there are 23 in the Dominion from £2662 to £lB,OOO. The secretary explained that an agreement had been reached between the Counties’ Association and the union as to a reasonable charge, and the Main Highway Board had been informed.

It was decided- that the oil companies be requested to discontinue roadside advertising; also that petrol prices be reduced to a figure more on a parity with prices obtaining abroad. CONVERSION OF CAR. POLICE SERGEANT ASSAULTED. CHRISTCHURCH, August 7. Robert James Mitchell, aged 25, a labourer, was sentenced by the magistrate, Mr E. D. Mosley, to four months’ imprisonment on charges of unlawfully converting a motor car and assaulting a police sergeant after his arrest. Sentence was deferred on a charge of breaking and entering and theft. A LONG TOUR. A recent tour of 3500 miles, covering all the South Island main routes and most of the North Island ones, has left recollections of many little incidents, some people one met, and most important to the driver, the average condition of the roads. The complete trip (writes “Focus" in the Auckland Ileiald) occupied a trifle over five weeks, and during that time practically every variety of climate was experienced from blinding snowstorms to the sunniest of sunny weather. Of roads there is much that can be related in detail, but to generalise for a moment we in this country can pride ourselves on possessing the highest average of first-class surfaces of any similarly populated place in the world. From Picton the itinerary led down the coastal road past the Main Trunk railway construction camps to Kaikoura. On that particular occasion it was blowing such a strong southerly that the waterproof cover over the spare tyre was blown off and not seen again. The roads here were typical of practically all the South Island highways, consisting of loose river-bed metal with either two or four wheel tracks grooved in, according to the width of the road. Past Amberley miles and miles of straight roads, which would have delighted the hearts of the Romans if they had been set the task of providing New Zealand with this means of communication, stretch out over the Canterbury Plains. At Timaru there was everj- indication that the trip through Otago and Southland was going to be exceedingly cold, and expectations were quite justified by a snowstorm, which brought back some memories of Switzerland, encountered on Mount Cargill just before Dunedin. From then on the entire countryside was continuously under snow, but it was not too deep on the way past Balclutha to realise that the surface resembled that section of countless pot holes near-Ngarua-wahia. That one short stretch* - as far as Clinton, however, was the only piece about which any motorist could justly complain. A week passed while the partv was “ doing ’’ Southland, and a bit of Central Otago. The scarcity of people and dwellings was most noticeable round those parts, especially to one more accustomed to the populated areas of the North Island.

Variety is a great stimulant to interest in most things, but mainly because of this New Zealand has rightly been called the most interesting country on earth. While travelling up to Alexandra one becomes aware that the countryside is losing the typical characteristics of pasture or dense green bush, and assuming those more commonly encountered in the arid regions of Spain, wastes of rocky and barren land. The rivers are spanned by bridges constructed out of stone, and all the way from Alexandra to Ranfurly there are very few wooden buildings to be seen in the small towns. Returning to Christchurch once more, the trip back to Picton by way of the West Coast was eagerly anticipated, and although it was not the best time to choose to motor through that reputedly rainy climate, yet there remained the consolation that it would at least be warmer than slithering about on snowy roads. One glance out of the carriage window at Otira, for it had been necessary to train the car from Springfield, told that the rain was more than making up for lost time. Nevertheless, it was well worth the experience of driving in and out among those miniature Rockies, besides being able to obtain an excellent idea of some of the damage caused in the Murchison and Lyell districts by the 1929 earthquake.

MOTOR IMPORTATIONS. For the first time for very many years British motor vehicles predominated in the import totals. This circumstance is revealed in the figures for the first six months of this year. A decrease of 6354 is shown in the figures for that period compared with the same period of last year. There were 2629 units imported compared with 8983 from January to June, 1930. In duty the value of the imports was £388,032; for the first six months last year the amount was £1,375,158. The following figures give details of the dutiable values of cars, chassis, and commercial vehicles imported in the first six months of the years mentioned; —

The following table gives the values for the first six months of this and last year;

Of the 2629 vehicles imported for the first six months of this year 2259 were cars and car chassis, the rest being commercial vehicles. Last year over the same period 7576 cars and 1407 commercial vehicles were imported. A total of 1457 British cars was imported, 56 more than last year. Canadian cars dropped from 3752 to 472, and the United States of America makes from 2415 to 327. The tariff has had a big effect on the figures. The following table gives the car imports for the half year:—

has had much use. Speedometer readings are not to be relied upon. Having a good look round the chassis to ascertain whether it has been involved in any collisions. Examine the tyres carefully. If wear on these is uneven it is probable that the axles or chassis are out of truth. If any sign like thio is apparent leave the car alone at once. LISTEN FOR ENGINE NOISES.

Jack up all the wheels and see if they Tun true. Ascertain the amount of play there is, as it is quite possible that new bearings may be required. Examine the pivot pins for excessive wear. A close examination of the steering will also reveal a great deal. The engine requires particular attention. Listen carefully whilst it is ticking over, and then run it up and see whether any peculiar noises develop. The transmission should next undergo close scrutiny, and if you are satisfied after doing all this the next thing is. to ask for a trial run. Insist on driving the car yourself, you can find out more about the ear’s funny little ways in five minutes than you could if you sat beside a driver for an hour. Provided you are satisfied after a thorough examination and trial run that the car will suit your purpose, the most important item of all is to ascertain what is the lowest figure it can be bought for. If the ear has been on the road for twelve months or so, it is pretty sure to require a certain amount of money spent on it. Possibly it may require two new tyres, a new battery, a general top overhaul or repainting. It may not be registered for the full twelve months. . The question boils down to this: If it can be purchased cheaply enough it may be well worth buying that car and spending a little money to put it in firstclass condition again. The whole proposition., therefore, pivots round the question of price. Therefore, it is very important to find out what repairs are necessary and to know approximately how much these repairs will cost before you decide to purchase. Lastly, if you are uncertain as to the age of the car Xibtain the engine and chassis numbers and communicate with the factory, who will immediately inform you when that particular model left their works. One cannot always rely upon the registration book, for although that gives the date wh?n the car was first registered, that particular car may have been used as a demonstrator for a long period whilst running Un trade number plates, or it may have been standing in the showrooms for some time, and may prove eventually to be a year older than originally understood, and therefore worth much less than the figure demanded.

To those economically inclined, the second-hand bargain must appeal—it is most satisfactory to realise that one’s depreciation after twelve months’ use will be very small compared to that faced by the original purchaser. One can, however, be badly caught with a secondhand car, and my advice is, if you do not possess the necessary experience yourself be guided by someone who has and in whom you know you can place your faith.

1929. 1930. 1931. Per cent. Per cent. Per cent Victoria 16.8 21.1 22.1 South Australia 13.6 16.0 23.0 Now South Wales 11.8 14.3 17.0 Queensland 8.0 9.3 12.9 The percentage increases in British commercial vehicles for the same period are as follow: — 1929. 1930. 1931. Per cent. Per cent. Per cent Victoria 7.6 10.5 11.5 South Australia . 10.3 12.5 25.6 New South Wales 8.5 10.0 11.6 Queensland 5.6 5.4 12.6

Value. Half-year. £ No. 1922 .. 276,123 1.078 1923 .. 1,007,828 5.587 1924 .. 1,705,511 9,332 1925 .. 2,264,650 11,924 1926 .. 2,155,598 13,198 1927 .. 1,071,519 6,856 1928 .. 984,096 6,313 1929 .. 2,055,517 15,072 1930 .. 1,375,158 8.983 1931 .. 388,032 2,629

1930. 1931. United States .. . £ £ . 505,829 66.132 Canada 543,990 63,229 United Kingdom . 323,560 257,275 Belgium 1,690 594 France .. — .. . 593 Italy 496 530 Ger man j' . — 272 Totals . £1,375,158 £388.032

1929. 1930. 1931. United States No. No. No. 4,805 2,415 327 Canada 4,915 3,752 472 United Kingdom 1,510 1,401 1,457 Belgium 14 . 2 1 France 1 4 Italy 2 2 2 Totals .. 11,247 7,576 2,259 The imports of commercial vehicles were as follow:— 1929. 1930. 1931. No. No. No. United States 2,553 429 Ill Canada 1.024 824 150 United Kingdom 244 158 108 Belgium 4 2 —• 1' rance — 1 —— Italy — —- Germany — — 1 Totals 3,825 1,407 370