MOTORDOM.

Southland Times, Issue 19519, 19 May 1922, Page 7

MOTORDOM.

NOTES AND NEWS

(By “Headlight.”)

A TITLE TO CARS. Mr J. R. Haigh, one of the most prolific ideologists (just to be scientific in terms) on the executive of the Motor Association, made a proposal at the meeting on Wednesday that has much to commend it. This was that every car owner should be required to take out a title deed to his car on the lines of a title deed to land. Mr Haighs claims that this system would give a means of identifying a car by a lightning method. The Association intends to take the matter up with a view to seeing if legislation on the lines suggested would be an advisable recommendation. Messrs Hope, Gibbons, Ltd., Wellington, forward me the following copy of a cable giving the result of the Brooklands TouristRace by a “Douglas ” :—Emerson won Brooklands T.T. Race, Saturday, by 10 miles, breaking hour records for 3| and 6h.p. classes, also two 50 mile records speed 78.91 miles per hour. ASSOCIATION MATTERS. WAYS OF INCREASING MEMBERSHIP. Ways and means of increasing membership were discussed at the last executive meeting of the Motor Association, it being pointed out that if each member undertook to find succeeded in lassooing four recruits the membership would be brought up to close on a thousand. This should not be a very difficult task. Give it a try, members! Another good suggestion was that salesmen should be asked to supply a list of the purchasers of cars to the secretary. This would enable new car owners to be approached at once. One thing that the preliminary to the membership campaign had revealed is that the lists of motor registrations held by local bodies are about as good a guide to the numbers of cars in the province and to the ownership thereof as a Webster’s dictionary. The names of owners are there right enough but not a few are of owners no longer with us. while everytime a car changes hands It is registered and the old registrations still stand. The secretary is going to undertake the formidable task of purging the lists, and once this is accomplished every non-member of the Association owning a car will be approached to join up. If he is a wise man he will not obect, for the Association has proved that it is no mere name, and there was never a time when it was more necessary for motorists to speak with a united and strong voice in view of the impending legislation that is going to affect them so greatly. AND THE WHEEL BROKE ! In the Balclutha district there is a “heading” collie with a reputation difficult to maintain. The collie rushed at a threeseater Ford recently and attacked it fiercely. He went for the front wheel He tried to cross in front of the car and “took the left wheel with him,” according to the ‘driver of the car. The wheel was hlrned sharply to the right, and the car fell on the road, throwing the driver and his companions out. The wheel had broken off. There were marks on the road which suggested indentions of dog’s hair in the clay! The dog appeared to be sick-looking afterwards. Naturally. At anyrate the owner of the dog had to pay the damages totalling about £l5.

TALES It is interesting at times when a number of motorists are together, to hear the subject of speed averages discussed. There are, no doubt, a good many motorists, especially the younger members of the fraternity, who take a pride in exaggeration and consider it a virtue to claim a very high average over any given route. We have analysed at times such claims, and generally find that, in the first instance, they, are founded on very loose calculations. The start of the journey is timed at “about” such and such an hour; at the end the watch is not consulted until the luggage is unstrapped, the car backed into the garage, and the driver strolling back to the house for tea. Further, the average is worked out excluding stops, and the length of the stop is frequently mere guesswork. Again the mileage covered is not always recorded with care. When you hear a man stating that his average over a long road has been 30 m.p.h., or even more, you may safely begin to doubt his story. Of course, some people do at times average a fairly high speed, but to keep up an average of 30 m.p.h. is mere road speeding. It is fortunately very seldom done. We have on several occasions while touring worked out our average speed for a day’s journey, and found that for really comfortable touring it seldom came to more than 15 to 18 m.p.h. according to the road surface, and frequently less, over the day. Touring speed, unless the tourist’s object is merely to cover the ground, is naturally less than that of a man on a journey, whose only object is to get to his destination. For a long journey, including the necessary stops—whether to fill up with oil or petrol or to have lunch and tea—an average of 19 or 20 miles an hour over a long day is a very creditable performance; if speed is an object and the stops are curtailed, a good driver will add three or four miles an hour, or even more, without laying himself open to any charge of recklessness or inconsiderate driving.

TENDENCIES. One of the difficulties of motor-car manufacture says the “Autocar'’ (Eng.), is that everyone wants every improvement which establishes itself as a sound one. Thus, electric light, once the prerogative of the wealthy motorist, is now a commonplace on the cheapest cars. Many other instances of tfais tendency could be recorded. The predominant one, however, is probably the question of engine starters. At one time it was a popular opinion that users of the smallest and cheapest. I typos of car were mainly recruited from the ranks of motor cyclists, hardy folk goner- | ally who were by no means incapable of, 'or even averse to, the effort, involved in j starting engines, and often awkward ones ,at that. Actually, this supposition has not ■ ttood the test of time. An enormous number of additional members to the motoring fold has been attracted by the provision of the many excellent and reliable small inexpensive cars, people too, who would never have thought of using any form of motor cycle. Many of these newcomers are women and many middle-aged and even elderly people. The effort required to start a very small engine is net perhaps considerable, but the very class of people frequently using this type of oar object strongly to any form of discomfort connected with motoring. Getting out of a car to start the engine is always a trouble, and frequently involves Stepping into a dirty read while starting up the engine from cold in the motor house may easily become a labour toe severe for elderly or delicate people. The result is that engine starters for even the smallest and cheapest cars are demanded, and when there is a demand there is certain to be a supply. The demand for the self-starter is now such in Europe that the opinion is expressed that very soon no car will be saleable unless fitted with an engine starter. Perhaps the assertion is toe sweeping, but it undoubtedly eaatains * tfceag ef ktA.

No manufacturer objects to fitting engine starters; the difficulty is purely one of expense, but manufacturing costs of electrical articles are falling, and if produced in sufficient numbers, and the car is originally designed to take the starter, the expense is not considerable, and probably there is no I accessory on a car which is paid for as I readily as is this instrument. At one time I it appeared likely that mechanical hand or , foot-operated starters would be widely I adopted. Time, however, has not con- , firmed this view, and electrical means are . now almost universal. ’ Incidentally, as cost is of prime import--1 ance, and as small cars are so rapidly in- | creasing in popularity, it is almost inevitable i that the magneto as a means of ignition is I likely to have to fight hard for existence on inexpensive cars. It is obviously a great temptation to fit a battery system which performs the treble function of starting, lighting, and ignition. Certain manufacturers are already doing this. Everything points to the majority of small cheap cars in 1923, or perhaps sooner, being as completely equipped with every convenience for the user- as are the most expensive and highest powered machines obtainable. It is interesting to note that more motor cycles are registered and in use in Victoria, i than in the whole of Canada. The figures are—Victoria 14,000, Canada 9902. These j totals reflex what a marked influence decent roads have on the development of motoring. WORLD'S RECORDS. The world’s speedway records as compiled by the American Automobile Association are:— Miles. Time. Driver. Car. 1.. 0.40.23 De Palma Mercedes 2 .. 1.09.57 L. Chevrolet Frontena 3.. 1.54.81 Resta Peugeot 4 .. 2.14.22 L. Chevrolet Frontena 5.. 2.56.35 Resta Peugeot 10 .. 5.20.20 Milton Deusenbe 15 .. 8.18.90 De Palma Packard 20 .. 10.50.20 De Palma Packard 25 .. 14.12.72 De Palma Packard 50 .. 26.23.40 De Palma Packard 75 •• 42.40.28 L. Chevrolet Frontena 100 .. 54.17.80 G. Chevrolet Frontena laO .. 1.26.14.90 Mulford Hudson 200 .. 1.55.11.05 Mulford Hudson 250 .. 2.23.04.03 Aitken Peugeot 300 .. 2.55.32.23 Anderson Stutz 350 .. 3.24.42.99 Anderson Stutz 400 .. 4.04.48.98 Resta Peugeot 450 .. 4.35.05.78 Resta PeXt 500 .. 5.07.26.00 Itosta MOTOR-CYCLING. Heavy grade oils should not be used on the four-oyhnder rnotor-cyele, a medium body giving much better results. Riders with electrical equipment should “ not using their machines frequently, turn their batteries into a reliable garage for occasional attention. Mr J. L. Norton, the we'l-known EngS„“! ot ' eJ,cle manufacturer, completed a 3000-mile tour while in South Africa recently. The trip included some very rough country, and the experience gained should be very beneficial in the designing of a colonial model. The present-day nickel-plated spokes will no*; retain their brightness very long in wet weather. It is rather a good idea at this seaipn to thoroughly clean all spokes and rims and give a good coat of paint. If the rims are neglected they rust and rot the fabric of the tyre. Side-car taxis are becoming more common in England. The average charge is 1/for the first mile and 3d for every additional quarter-mile, or 6/- per hour if hired bv time.

, The disc wheel which has become so popular in England and America does not seem to suit the Christchurch enthusiast. Home papers are now suggesting bonneting the engine and gear box. The modern motor-cycle is not a “dirty” conveyance ; why is it then that riders choose the dirtiest of clothes to ride in instead of keeping a clean suit of overalls handy, and being a credit to his “sport” while on the road. The indiscriminate prohibition of motor traffic at more than 15 miles per hour on all roads under the jurisdiction ef the Manukau County Council and the Mount Roskill Road Board was held to bo unreason able by Mr W. R. McKean, S.M., at the Onehunga Police Court. This, of course, does not mean that these roads can be turned into amateur race tracks. Riders of American twin machines must now begin to use a winter oil lighter in body than that used during the summer. This is important because where the pump is above the oil level, particularly when of the plunger type, the oil will not circulate until it has become warmed by the heat of operation. During this “warming up” period damage may result. In most English jobs the same oil can be fed summer and winter. GENERALITIES. An instructive and novel petrol consumption test was carried out at the recent Royal Agricultural Show in Sydney, a “Buick” Chassis was fitted up so that it could be driven in the ordinary way, mechanism being provided, whereby load and transmission of power were registered just as if the car was being driven on the road. The result of the driving was Indicated on a large dial, so adjusted that it recorded the actual miles per gallon that the driver obtained according to his skill as a driver. Seventy cases of petrol were used in the test. The highest mileage recorded was 37i miles per gallon, by A. Ayliner. Other high figures obtained were: 361 miles per gallon by L. Thomas, 35.7 by Mr Ferguson, and 34 j by G. Davis. The competition was spread over six days, and excited considerable interest. The spring-framed motor cycle, besides conducing to more comfort for the rider, also considerably increases tyre mileage on the driving wheel The reason is that the spring frame permits the wheel to lift under the influence of road shock without affecting the bulk of the weight, Le., that of the rider and machine, whereas in the case of a fixed frame the whole of the structure. to speak, rises and falls with the wheel as bumps and vibrations occur. The power of a large engine transmitted to the rear wheel and the weight carried combine to induce considerable frictional effect between tyre and road surface and without the elastic effect of the spring frame the action is, relatively speaking, a dead one, the tyre taking the brunt of the wear as a matter of course. Electric automobiles have a speed of about 25 miles an hour. The driving radius is 70 to 80 miles in level cnuntny and from 50 to 60 miles in hilly country. Golf clubs are particularly awkward to stow away in the car, ,for they are likely to incommode the passengers, and to damage the paintwork or chafe the upholstery. A neat carrier for the purpose, designed to fix to the running board, has now been produced. Apart from the accommod atinn of golf clubs, the carreir is useful for securing many other of the impedimenta of the sport-loving motorist.