MOTORDOM.

Southland Times, Issue 18984, 19 November 1920, Page 7

MOTORDOM.

(By “Headlight.”)

The date of the motor club organising visit by members of the Canterbury Automobile Association has now been fixed for December 4, on which date the Dunedin club will make a run to Invercargill. Tyre manufacturers in Great Britain and Europe have for many years specialised in what are known as “beaded-edge’.’ covers, and what the Americans call the “clincher” tyre for motor cars, a type which has reached a high degree of perfection. Since the close of the war, or thereabouts, much attention has been directed to the popular American “straight-edged” or “straightsided” tyre cover, which is used almost exclusively in the United States and other countries in the New World; and the presence of so many American automobiles in Great Britain fitted with these covers has caused the tyre manufacturers in England, and in Europe generally, to seriously consider which will eventually triumph—the straight-edge or beaded-edge pattern. The matter has been brought to a head the sooner because of the extreme difficulties experienced by European motor manufacturers in regard to production since the armiotice, an opportunity of which the Americans fully availed themselves, as shown by the large number of Yankee cars imported fitted with straight-edged tyres. Comment- I ing on the subject, the “Autocar” (Eng.) declares that, sooner or later, a definite decision must be reached as to whether the beaded-edge or the straight-side type of tyre shall definitely be established as the standard motor tyre of the world, for the production of cars in America has now reached such huge proportions, and are to be found I in almost all countries, that it is impossible I for this question to be shelved. Practically, | the straight-side cover is a reversion to the ] Welch patent, or wired-on bicycle tyre, but : as it obviously cannot he manipulated | (forced over the edge of the rim) as in the • case of the cycle tyre, the rim itself is divided circumferentially—the outer edge is demountable or removable, and when in position is secured by an approved device. The removal of the outer ride of the rim facilitates the changing of a punctured tube or damaged cover, which latter can be fitted or replaced without the use of lyre levers, and also if used when deflated less damage results than with the beaded-edge tyre. The use of tyre levers, as in the case of the clincher tyre is repugnant to many motorists, especially with a new and stiff cover, when the work entailed is considerable ; and sometimes the operation has to be repeated because the inner tube was nipped in the original attempt. But the difficulty of using the levers is much exaggerated; given a little practice with levers long enough and of suitable shape, the job of fitting even a stiff cover is by no means formidable. The elimination of tyre levers, however, is desirable. Another advantage claimed for the straight-edge cover is that no security bolts are necessary; and here. again while it were better to have no security bolts, the manipulation of these parts is really not a difficult job. It also is claimed that greater air pressure can be applied with the American tyres, but if sufficient inflation is obtainable with the clincher type, and that is not questioned, the point is not worth considering. In any case the tube beds much better within the beaded-edge cover.

Now as the types of tyres under notice are not interchangeable on the rims, it is evident that the rim will be the deciding factor; but if it were conceded that a change in Europe to American practice is desirable, it cannot be effected in a day, or in a year for that matter. Apart from the fact that there are hundreds of thousands of cars in use fitted with beaded-edged tyres, which would not, or could not all be refitted with rims to take the straight-sided covers, tyre manufacturers in Europe hav° an enormous number of very expensive moulds and machines suitable only for the production of the beaded-edge tyre, to scrap all of which would cause expense so great that the money expended would have to be recovered from the purchasers of the new form of tyre. Writing to the “Autocar,” a correspondent declares that only two advantages stand out as being improvements to be claimed for the straight-edge tyre—ease of manipulation, and absence of rim damage if used in a deflated condition. He then pertinently asks. “What benefit is there to be derived from the straight-sided wiredon tyre which necessitates the use of a flanged rim, that cannot be obtained from the clincher-type if used with the same flanged rim? Surely that is the whole ques tion.” He then describes the difficulties experienced with the American type of tyre, first pointing out that some 90 per cent, of the cars used in the United States are fitted with collapsible (contractable) rims, which, when reduced in circumference, enable the inexpansible straight-edged wired-on cover to be forced over, much in the same way as the clincher type. These rims require a special tool with which they are tightened or released, and so long as they are new and clean the operation is not very difficult, hut when choked with mud and rusted up it is a very different matter. And the same applies to a very great extent to the flanged rim; for unless the surface of the rim Is clean and smooth there is trouble in fitting a new cover. If there is a change to be made —and it has not yet been proved to be necessary, or even desirable or expedient—there must be greater advantages shown for the straight-edge type of tyre together with the elimination of its drawbacks, while the transition must extend over a period of years, for there will likely be millions of covers required for the hundreds of thousands of c?.rs in use fitted with wheels which take clincher covers only, and which cannot, perhaps will not, be changed to accommodate the straight-edged wired-on American type of tyre. Although there exist in almost all countries legislation prohibiting the use of dazzling headlights on motor vehicles, the reason why it is not enforced is because there really is no means available to comply with the law. In a perfunctory sort of way, motorists observe the regulation by preventing the uppermost rays of the headlight being projected more than 4 feet above road level. But in providing a light that would answer the requirements of the motorist, that would comply with the law, but would not dazzle other road users a nice problem had to be solved. In a paper prepared by Mr J. Graeme Baillie, A.M.1.E.E., of Melbourne, results of a number of interesting experiments are given. With the projector used a fan-shaped beam of light was thrown so that the roadway was brilliantly illuminated up to 150 yards distance, with a breadth of 58 yards, and not higher than 4 feet above road level. Although such a result might appear perfect, such was not the case, as the motorist could see only portions of the legs of persons or horses and parts of wheels. The fact is that the human eye is accustomed to see complete objects, and to see them in relation to surrounding objects, that is, in perspective. Pedestrians then were caused to walk straight ahead from the projector, and it was noted that at 65 yards visibility, that is instant appreciation ceased; and although the observer behind the projector could see these people at that distance with difficulty, the pedestrians, with their back to the light, could see a further distance of 150 yards and recognise objects distinctly. This proved that the reflected light from the brilliantly illuminated road surface was actually producing a glare sufficient to interfere with the resolving power of the eye of the observer. Provided the pedestrians kept their eyes above the height of illumina--1 tiw there was no interference with their

MOTES AMO MEWS-

vision. What has to be ascertained is that intensity of light which can be .projected into the eyes of a person without interference with that person’s vision on the one hand, and on the other, which permits ot an observer placed behind the projector to see that person plainly and clearly up to, say 80 yards from the projector. But experiment revealed that the vision of all persons is not alike; what was glare to one, was not to another. Some had astigmatism arid others were normal. It was decided to introduce means to diffuse the projected light because it was recently established that for accurate definition at a distance far better results could be obtained a much reduced intensity of lighting, provided it be diffused, than by direct lighting of great intensity, the relative intensity being as one is to four; and the nature of road lighting achieved by this innovation was a vast improvement on that produced by direct lighting, although the unit intensity of lighting was reduced to one quarter. It is considered that the ideal headlight must (1) be incapable of producing a beam of intensity greater than that which the eje can view without interference to vision; (2) project a uniformly distributed diffused beam of light which illuminates the total breadth of the average roadway and the whole of the objects met with; (3) be mat,e astigmatic so far as its optics are concerned, because this is the only means known whereby light can be projected efficiently ns a strip or bar in cross section. The dimming devices at present permitted are considered unsatisfactory, because in the event of a travelling car striking a bump the light is thrown upwards, momentarily dazzling persons at it; and unsatisfactory from a motorists point of view because there is inadequate lighting of objects on the roadway. Dimmers also are at times wrongly applied, because if the source of light is placed exactly at the focal point, the effect is to reduce the volume of light by one half. The display of motor cars at the Melbourne Cup meeting was a sight in itself (says an Australian writer). The exact number of automobiles driven to Hemington is not stated, but it ran well into tour figures. There was another striking tact. According to a census taken by a large staff of checkers of all cars parked at riemington on Cup Day, it was revealed that nine makes of tyres were represented on the vehicles, and that one make —the Dunlop—outnumbered the combined total ot the eight other makes of tyres. What more need be' said? . . , , Never fold the top while it is wet. If tne car has been driven through the rain keep the top up until it is thoroughly dry, because a wet or damp top folded up wait mildew, which very quickly destroys the fabric. In folding the top take care to get each fold even and eliminate all wrinkles. Motorists who try to smuggle hquor into the United States after a trip through Canadian territory are in danger of having thier cars seized at the border. A Customs Department ruling now in effect along the border provides that failure to report an export may result in the seizure of the vehicle used to transport the export. There are a number of cases where motorists have been forced to give deposits to obtain release of tbeir cars pending an interpretation of this ruling. Many sedans have broadcloth upholstery, and owners experience difficulty in keeping this in good condition. In removing spots from broadcloth, the material should be rubbed in the direction of the nap. in.s means brushing with a downward motion on the trimming on the side of the body and a forward motion on cushions and head lining. When the nap of broadcloth is standing up it is unsightly in certain lights. It can be made to lie flat by the handling described above, using a nail or a hand brush. “In these days .of unashamed profiteering,” says the American Motorist, “the average automobile owner attends to many minor repairs and adjustments that inother and better days were entrusted to the garage or repair shop. Automobile work is dirty, and a gloved hand makes a poor job of turning small screws and handling tools with accuracy and dispatch. Likewise, when one toys with transmission grease a liberal qu anti tv of the material finds lodgment under the fingernails, with the result that they remain in mourning for some time. So the next time you are tempted to tighten up that wobbly rear wheel at work about the rear axle housing, scrape your fingernails over a cake of soap. The soap remains under the fingernails during the work, anti not only prevents dirt from entering, but sists during the later washing operation. Painting the tyres with a coating of liquid rubber to which whitening has been lidded, not only gives the shoes an attractive appearance, but it also helps to preserve them, especially in the hot summer time. There are a number of tyre-painting compounds on the market, and they are intended to fill in small cuts and scratches as well as to add to the appearance of the shoes. In healing over the cuts and bruises the preparations further tend to keep moisture from working itself into the fabric. For the benefit of the motorist who likes to do his own tinkering in so far as possible, it might be added that a satisfactory compound for coating both the inside and outside of the shoes can be made by stirring Sib of whitening into a quart of gasoline, and after a thorough mixing has been effected, adding a quart of rubber cement. The cold patch cement sold by nearly every tyre company will do. This latter is the rubber part of the mixture. Once thoroughly mixed, the compound is applied with a brash like any other paint, and due to the elasticity imparted by the rubber cement, the paint will not crack after it is applied to the shoe.

“In the good old days of not so long ago, you and I remember, if you are old enough to be wise,” ruminates a writer in the current issue of American Motorist, “the strawchewer expounders who hung round a livery stable. They said yesterday was a durned sight better than to-day, and a lot dumder than to-morrow could possibly be, as run by the new race of upstarts. Every man of any consequence owned a fast horse at that time, or at least one he thought was fast. And almost invariably the owner was acquainted with all the traits of the particular animal whose board and lodgings he paid for. He knew what to expect under all conditions, and if he discovered his horse was going lame he at once took measures to cure him. The owner saw to it personally that the horse got proper treatment and attention in both -sickness and health. The animal was always well fed, well groomed, properly housed and correctly shod. That was horse sense on the part of the horse owner.

“That much we concede to the autocrats of the livery stable, whatever else may be withheld.

“Now do you think the same rule prevails with the general run of motor car owners? Blamed if I do. The average motorist is ordinarily content if he knows how to start his car, regulate its speed, direct its course and stop it. When the inevitable comes and something goes wrong, it is the repairer and a big bill for him, when, if he had imitated the horseman, he could probably have avoided both of these twin unpleasant cases.”