MOTORDOM.

Southland Times, Issue 19229, 20 May 1921, Page 7

MOTORDOM.

NOTES AND WEV/S.

(By

“Headlight.”)

GENERALITIES.

The wind whispers:— Recent bad weather did the roads no good. O.M.C. has left matter of a racing track over. Same club intends to initiate club room. Local Association recruits still rolling in What about a competition or two for S.M.A. members? South Otago Motor Club intends to admit car owners. At last meeting of the Wellington Automobile Club a member reported that he had been summoned for exceeding the speed limit in the Lower Hutt borough on the last race day, and was quite confident that the information laid was incorrect, and stated that he intended to defend the summons, unless the council withdrew it. It was also stated that the Lower Hutt Borough Council officials were agreeable that an officer of the club should be in attendance on race days and check the speed of motorists. It was resolved that the secretary write to the officials of both Lower Hutt and Petone Borough Councils asking if they would be agreeable that on officer from the club should be in attendance on race days to check with them the speed of motorists. In the event of agreement, the secretary was empowered to make suitable arrangements. Each year that rolls around finds the motor car more nearly perfect. Every factory maintains an experimental department where designers, engineers and metallurgists are continually working with some new principle of construction, some new device or some new alloy that offers the best promise of solving the present day difficulties of the motorist.

Perhaps the most baffling problem against which they have had to contend is that of low grade fuel. Returning from a trip to the Dorris factory at St. Louis, a member of the Dorris distributors. New York has reports of a new combined intake and exhaust manifold, soon to be brought out by Dorris, which is said to completely overcome the difficulties presented by low grade fuel —in fact, promises to increase gasoline mileage by 33 1-3 per cent. The new manifold is the brain child of George F. Dorris, builder of the car bearing his name, and is said to utilise the heat of the engine in such a manner that an even charge is distributed to each cylinder. Cummings was present when a demonstration of the new feature was made in. St. Louis before a number of engineers and executives of the Standard Oil Company there. The oil men were greatly impressed with the demonstration and prophesied that the devise would eliminate all fuel problems. On a recent Saturday the Royal Automobile Club of England was to conduct what promised to be one of the biggest and most instructive fuel consumption tests yet held in any part of the world. The object of the trial was to demonstrate the possibility of obtaining greater fuel economy in the use of a car than is at present generally the ease. This greater economy may be obtained by various methods, such as: (a) a more economical adjustment of the carburetter with very slight depreciation of the car’s performance; (b) greater skill in driving; and (c) the fitting of auxiliary devices, such as extra air valves, etc. The contest was open to all motorists, irrespective of their belonging to any motor club or association. The trial was to be held on the same day in various centres throughout England, over circular routes of not less than 40 mjles and not more than 60 miles; the quantity of petrol carried being 2 gallons. Every entrant had to nominate an observer who acted in that capacity on another contestant’s car. The cars were to be divided into three classes up to 12 h.p. R.A.C. rating, exceeding 12 but not exceeding 20 h.p., and over 20 h.p. Full seating capacity of cars had to be occupied during the test. All descriptions of fuels were permitted but no mixture (such as two parts petrol and one part kerosene) were allowed. Most complete arrangements were made by the club’s organisation to make the trial of value to the motoring world, and later on some interesting data should be available from this big test. Many valuable trophies were to be awarded to successful contestants, the first three cups in the petrol class being valued at 75, 50 and 20 guineas; whilst a certificate was to be issued by the R.A.C. to every competitor giving a record of his car’s performance. From time to time the future of the big car is made a “burning” question, and various and well-meaning people get themselves very hot in their efforts to prove that the big car is or is not a necessity. Public taste is the really decisive factor in this method, however, and if the public insists on buying big cars, it is pretty certain that the ywill get them. It is obvious, however, that under any conditions the market for the big cars is very limited, since these vehicles are essentially rich men’s cars. A country can only carry a limited number of rich men, and when they pay big prices for high-grade large cars they get vehicles that will render service for many years. The Americans went out to make largish cars in great numbers at moderate prices, but, of course, in character and equipment they were wholly different from what are generally termed big cars in England. If a man can afford to buy or run a Rolls-Royce or a Lanchester, he is not likely to be satisfied with a very cheap car which may offer almost the same seating capacity. But the point so often lost eight of in the question of big versus small cars is the body work. In the vast majority of cars the big car is of the all-enclosed type, giving maximum shelter and comfort. This is the patter which takes the money. As a case in point, we see a saloon body advertised for a Ford at a price very little more than for a complete touring Ford. Good coachwork is very expensive, and one must have good body work for a high-class big powered car. Mr S. F. Edge, one of the leading lights in the English motoring world, is a great believer in the future of the light car, and with a view of attracting attention to the capabilities of this class of motor vehicle for really hard road work, he suggests holding a 1500 miles test on English roads, followed up with a 500 miles speed run on Brooklands track. He would limit the contest to absolute standard stock models with their extras,"such as electric starting and lighting sets. He puts forward two chief reasons for the desirability of holding sucD a trial, both of them educational —one for the public and the other for the manufacturer—for on both first cost, and running cost the small light car has it in its power to bring into being motor car users who never can be made car users, while the average car weighs something like scwt. for each passenger carried. Such a test as suggested would undoubtedly prove a severe one and would certainly tend to “improve the breed.” The average person has little conception of the growing use of the motor car in country centres. The recent Warmambool race meeting (Victoria) indicated in no uncertain manner the growing popularity of the motor as a means of transport. Paddocked on the Warrnambool racecourse were 382 cars ranging from the finest British and European high-class cars down to the übiquitous Ford. An inspection and tally of the tyres fitted to these cars revealed the fact that 26 makes of tyres were represented in the total of 1910 covers, of which 39 had been retreaded, and thus lost their identity by outward inspection. It is instructive to note that despite the fact that nearly all new cars that come into

this country are equipped with oversea made tyres; the Australian Dunlop tyre—as is usual whenever a census is taken—more than held its own for popularity, the total “Dunlops” being 779, as against 1131 covers split up amongst 25 other makers. Needless to say “Dunlops” were an easy first.

During the present English motor racing season on Brooklands track a 500 miles race is to be held for a 200 guinea gold cup A deal of interest is being taken in the event which promises to provide one of the finest motor cycle contests yet held in England. The 500 miles track record for this type of machine stands at 6 hours 59 mins. 15 secs, to the credit of E. G. Baker, the crack Amreican who visited Australia in 1916.

The huge Ford organisation in America has evidently overcome its recent financial troubles, inasmuch as part of the plant was working in March, in which month it was anticipated that 70,000 cars would be made. Whilst this output is much below what the Ford plants can turn out monthly it is evident that the American automobile trade is picking up again. Those with experience of motor cycle spring frames or some of them will know that weight distribution plays an even more important part therewith than is the case with the rigid type of frame. Assuming the springs to be of the plate or laminated pattern there is a considerable difference in the stability of the machine when weight is added behind the frame proper, and this is especially felt when driving in traffic and sharp deviations from the straight have frequently to be made. There is in such circumstances a tendency for the motor cycle to develop a “tail,” which in this connection on being interpreted means a whippiness of the rear section of the machine, and a feeling, although perhaps a false one, that it is skidding when in reality it may not be doing so. An expert tested three separate motor cycles eacn fitted with a spring frame planned on somewhat similar lines. One of the machines especially felt very insecure when ridden on greasy surfaces, and this was accentuated when a passenger took his sea< on the carrier. Doubtless this was due in some measure to the lifting of weight from the front wheel or its concomitant effect, and in any case great care had to be exercised to avoid a spill. Riding later oyer the same ground on a rigid-framed machine but otherwise under exactly the same conditions, no difficulty of any kind was experienced, and this type undoubtedly scored on the ground of stability engendering a feeling of security which was altogether absent in the other model.

On the other hand the spring frame was noticeably better, from the point of view of shock absorption, with a pillion rider behind, the extra weight serving to bring the springs more fully into play, keeping the wheel down and throwing more work upon the springs. On dry, straight roads the motor cycle so equipped was immeasurably the superior of the rigid framed one, and steering at high speeds by, literally speaking, one finger with two riders mounted was a perfectly easy and safe task. There can be no doubt that the efficiency of some motor-cycles fitted with spring frames is in some directions dependent upon the distribution of its own and added weights upon the wheelbase. Pillion carrying cannot be said to improve the steering qualities of any machine, but, generally speaking, in the hands of a thoroughly competent driver there is little or no risk even when an emergency and sudden turns have to be made. The difference, however, is, as intimated above, very marked when it comes to driving a machine of this class “two up” through crowded thoroughfares with perhaps a slightly greasy surface and one has to pick his way through a stream of other traffic with, to make it worse, a tram system operating on the route. In such circumstances the “solid” frame was preferable. What an enormous sum of money motorists throughout the world have to pay annually for the privilege of motoring on the public highways. In America, where 9,000,000 cars are registered, the yearly car taxes amount to close on £100,000,000. In England nearly £6,000,000 is paid by motorists in car taxes, etc.

During the war period an interesting and effective device was adopted for starting aero engines from cold. This system has now been adopted by an English manufacturer who has placed on the markets the “8.M.” engine starter. Its operation will interest motorists. The idea behind it is to pump into that particular cylinder which is at rest in firing position a rich explosive mixture, and ignite this by means of a spark at the plug. Screwed into the side of the carburetter float chamber is a small jet surrounded by a kind of adjustable choke tube. This is connected to a hand pump on the dashboard of the vehicle, so as to be operated from the driver’s seat. The pump has two valves, so that when it is operated the consequent suction on the jet vaporises the fuel which forms a mixture with the air and fills the pump. Pushing down the pump plunger then forces the mixture through the outlet valve to a container, which is simply a small pressure tank carried on the dashboard. From this container an outlet pipe leads to a small receptacle containing some fibrous material which traps any condensed fuel and acts as a wick carburetter. From this the gas passes to a distributing valve assembly, which consists of four small piston valves operated by cams. The distributing camshaft is operated by a half-time sprocket on the magneto driving shaft, the cams being so arranged that they cause the valves to be opened in the same sequence as the inlet valves of the engine, and at the same time. Each outlet port of this distributing valye is connected by a copper tube to an opening in its respective cylinder, usually by the side of- the plug. Where the pipe joins the cylinder it is provided with a small poppet type valve which seals it when the engine is running. In order to provide the requisite spark in the correct cylinder, the magneto is connected up to a dual ignition switch on the dashboard in such a manner that operating the switch “earths” the magneto and connects the coil to the magneto distributor. Thus the magneto is cut out and the spark is provided by a battery and coil set carried on the dashboard. Reversing the switch of course cuts out the coil and brings in the magneto. To start the engine one merely pumps sufficient gas into the container to raise the pressure to about 151 b per square inch; this means, say, half a dozen strokes. The gas is automatically supplied to the required cylinder, and it is only necessary to switch on the current from the coil, when the charge will be fired. Ihe next cylinder to come into firing position also receives a charge which is fired, and these two explosions are all that is necessary to start the engine, which can then be switched over on to the magneto. It is stated that this system is most effective, even in the coldest weather. It should be stated that, when the engine is running and the pressure of the container has dropped, the distributing valves remain at the top of their stroke, so that they are idle, and no wear is taking place. The choke tube over the jet can be readily adjusted, so as to provide an extremely rich mixture if desired, the best position for any particular engine being determined by the experiment. The complete apparatus is priced in London at £l7 10/-. It is interesting to note that the prices of Dunlop motor car tubes are lower now than in 1914. Few motoring necessities have yet got back to that level, but the trend of things generally is towards cheaper motoring.

The weight factor is perhaps taken less into account in designing motor cycles for “ordinary” touring purposes than in any other class of engineering production in which it counts for anything at all. Until quite recently makers, or the majority of them, appeared to regard it as a secondary matter altogether as to what a machine weighed in its complete form where (1) the engine was of the larger sizes, and (2) the model was one likely to be employed with a side car, the only cases in which weight was made a primary factor being those in which small engines were fitted, and the engines were to be marketed essentially as light weights. It is not suggested for one moment that the weight of a motor cycle should be taken as the basis of its efficiency or evidence of correct design alone, but, as everyone conversant with the subject will presumably agree, the lower the weight consistent with safety the less the need of employing larger engine dimensions than should be called for in normal circumstances. There are lightweight motor cycles which with everything on, and in full running condition come well within a limit of 1601bs, and their horsepower is 2j to 2|, which works out at about 7 libs per h.p. in the one case and 581bs in the other. An 8-h.p. machine frequently weighs as much as 2753001bs “all on,” and with the side-car the total weight to be propelled, irrespective of driver and passenger may rise as high as sc wt, or over 82ibs per horsepower. Of course if the heavyweight model be taken by itself it makes a better showing than the lightweight, but it is as a rule frequently asked to propel excessive loads. In fact during a recent weighbridge test it was found that 6-h.p. and 8-h.p. side-car outfits with their passengers reached figures as high as 10301 b. or nearly 1721 b per h.p. in the case of the 6-h.p. machine. Efforts are being made at the present time to reduce the weight of motor cycles, and the subject is well worth pursuing, for the less deadweight the engine has to propel, the greater will be its proficiency, or, in other words, the more work that can be extracted from each unit of power turned out. There is naturally a close limit to be observed in a matter of this kind, and in seeking to design parts so that in the aggregate a saving in weight occurs, it is essential before anything else to keep the factor of safety in mind, seeking by advanced scien tific methods to reduce the weight, employing higher quality material, drop stampings, instead of heavy castings, and so on, and not aiming at the achievement of the purpose by the simple but withal somewhat dangerous, process of cutting of metal wherever there appears to be a chance. A motor cycle designed on a lower weight basis is always more lively than a heavier one, other conditions being equal.

THE BRITISH TRADE OUTLOOK. According to Mr E. H. Morris of the Austin Motor Co., England—one of the recognised leaders in the English automobile industry—the prospects of the British motor manufacturer were never brighter than they are to-day. He states “That it will be unfortunate if this opportune moment, when the demand for British built motor cars is likely to eclipse anything which has preceded it, should find the English manufacturer unready to take advantage of the situation. The collapse of some large schemes of production, and the embarrassment, which may be only momentary, which seems to have overtaken the industry in England will probably have the effect of diminishing production figures to a point far below what was anticipated at the beginning of 1920. A conservative estimate of the world’s demand for British built motor cars at the beginning of that year was then placed at the figure of 50,000 per annum. This output would have been a modest, even a humble, achievement compared to the annual output of American cars, which approaches 2,000,000, out of which the Ford concern alone is said to contribute 1,000,000. But even this number is now not likely to be reached during 1921. The British motor industry may be likened to a hardy knight who flings down a challenge against all comers. If it be asked how so small a combatant, with so slight a following, can hope to contend in the general competitive melee with the huge and well organized array of his foreign adversaries, the reason is not far to seek. The explanation is that a motor car, while undoubtedly a commercial commodity, is also a work of art. There is a great gulf fixed between the best and the second best, and the discerning disciple of the wheel has learnt to expect in British car production a refinement, and at the same time a robustness of construction for which he looks in vain among the cars which are turned out with such facile skill from the mammoth works of America.

Everywhere British cars are preferred. This is sufficiently evidenced by the fact, well known to all dealers, that buyers are usually willing to give at least £lOO more for an English car than for an American car of the same ho&e-power and class. It .would be a little short of a tragedy if this extremely valuable asset, which belongs after all to the whole British nation, and has been built up by the energy, skill, and conscientious work of a generation of British engineers, were to be lost. Yet it is a tragedy which can only be averted by increased British production. How important this trade is, as a contribution to national finance may be gathered from the fact that in 1920, although production schemes were far from being in full swing, the value of cars, parts, and chassis exported from England amounted to £8,390,742. As we have said, this was not a normal year most of the firms only getting into their stride with production about July, so that this figure is to be regarded as merely a commencement of a trade which should, with reasonable encouragement, soar up to vast figures within a few years. The demand for British cars has been estimated at 50.000 a year, and two-thirds of these should go abroad. It is disquieting, but not surprising in view of the comparative inactivity, probably only temporary, of some of the large British manufacturers, to find that the actual exports of cars and car parts for December last are down as compared with the preceding month. This is, no doubt, due in part to the general . money stringency but also to the drop in production. This drop must not be permitted to blind us to the really urgent question of how to find sufficient supplies of British cars during 1921, to satisfy the world hunger for this national product, ■ which is- making itself felt. If that worldhunger is not at least partially satisfied, we run the risk of losing an extremely valuable goodwill. The fact is that the economies in production that can be achieved by modern machinery specially adapted to its purpose arre only just beginning to be understood. There are signs and indications of the re birth of the British motor industry, and of its increase to proportions far beyond the imagination of those of its sponsors who are still thinking in terms of pre-war production. The old method of bringing out a new model for the Show, and confining attention to the building of a few individually constructed cars during the year, has gone by the board.

WHEN THE ENGINE KNOCKS.

A simple cause of a knock is a loose crank-pin. bearing. If the fly wheel be rocked slightly when the piston is at mid stroke, the looseness can usually be seen or felt. If certain that the crank-pin bearing is right, then the piston pin is probably the bearing at fault

If possible to get a rod against the top and bottom of the piston it can be pushed in alternate directions and this looseness established. Or the fly wheel can be turned to take up the slack and then the piston pushed to catch up, This method locates the difficulty. If both pin bearings are tight, then loose rings may be at fault, though this is not likely. It takes much wear to make the rings so loose in their grooves that they jar-against their own sides. Before such wear occurs, the piston is likely to be flapping from one side of the cylinder to the other as the crank passes centre and collides with the opposite cylinder wall. While piston slap is fairly common it is blamed more often than it deserves to be and should not be accepted as the cause of every unexpected noise.

The remedy for loose rings is to turn the grooves wider and fit wider rings to them; for a slapping piston it is to fit a tighter one. Before going to this expense, however, the cause of the noise should be definitely ascertained. When one remembers the loose fitting pistons and worn out rings that he has seen running quietly, he has some doubts as to the noise coming from these places. Considerably more life can be added to such parts if an oil with heavy body is used, meaning “heavy body” when hot, i. e., an oil having a high fire test.

The lubrication knock is found in hot engines, particularly air-cooled ones. This is due to the fact that the upper part of the cylinder gets so hot that the oil evaporates and leaves it practically dry. When the piston reaches this dry area it is resisted by the friction. At slow speed it will slide over the surface with a groan, but at high speed this groan is so shortened that it becomes a knock. The corrective is to use an oil that will not evaporate at the cylinder wall hfeat. This knock is hard to find because the action of feeling for it spreads oil over the no longer hot surface and removes the cause of the trouble. The best way is to stop suddenly and then turn over the engine one or more times by hand, slowly and carefully. Or before turning over, open a hole so that the upper w’all may be inspected to see if it is dry or oiled. It is often called “a hea.t knock” because due to heat.

Another “heat knock” is due to preignition. Any one of several causes may produce ignition before the proper point. This produces the pressure before the desired top centre is reached, and if there is any looseness at all it is made known by a knock. Pre-ignition may be caused by a spark being advanced too far; by carbon in the cylinder head getting red hot and firing the new charge when partly compressed, and by the whole cylinder being too hot, so that the heat of compression, added to the cylinder-heat, ignites the charge. The spark may be corrected if wrong; the carbon may be scraped out or burned; but the hot cylinder is not so easily remedied. ( SWEETLY-RUNNING.

Modem automobiles do not need much attention, but they do need some little going over now and then. The average car will run whether you grease and oil it or not, but not nearly so long without a journey to the repair shop, nor nearly so sweetly. You always envy the sweet running machine that purrs along the road, with the driver sitting back as if in a rocking chair, and there is no reason why yours should not be one of these. Motors need attention now and then, clean spark plugs and clean oil in the crank case, but not much more than that. This motor cleaning is especially needed after the long winter running and lack of care that most cars suffer during this season of the year. Then, too, you use the choke button more in winter, and thus there is more likelihood of raw gasoline getting into the crank case and cutting the lubricating value of the oil. The oil in the crank case should be cleaned out every few hundred miles, you will be surprised how much more power the car has when the motor has been cleaned and fresh oil used. The way to do this is simple, and it need not be a dirty job. Let the oil get as low as possible in the crank case, and then some Sabbath morning opbn the stop cock or unscrew the plug on the under side of the motor crank case and drain out the oil. You can save this oil and use it to take the squeaks out of the springs. Then close the drain hole and pour in kerosene or some flushing oil. Turn the motor with the starter and then be sure to drain out all the kerosene. Refill with clean oil until the gauge reads enough, and start the motor. It will purr like a kitten at the fire-side and you will have a lot more power. Some amateur drivers who try to clean, crank cases get the oil all over themselves, the car and the garage, but that is not at all necessary. This job can be done without fuss of furor and in a short time. Keep the car looking well and the parts lubricated and you will be pleasently surprised at the lack of repair bills.