MOTORDOM

Southland Times, Issue 19345, 10 September 1924, Page 12

MOTORDOM

NOTES AND NEWS

(By

“ Self-Starter.”)

THE HOADS. IN AND AROUND SOUTHLAND. There is little difference to report in the principal roads since last week, the conditions remaining the same. When it is possible to travel the by-roads motorists can be assured of good going, as all these are in good order at present. THE DACRE CULVERT. Attention has been drawn more than once in these columns to this culvert, which is perhaps the most dangerous in Southland. This trap secured another victim on Friday night, when one of the motors conveying the Otago team went clean over the unprotected side into the flax and rushes beyond. Fortunately no one was seriously hurt, but this fact does not exclude the Southland Motor Association from blame in neglecting to have warning signals erected on the approach to the culvert. If a correct tally of the number of accidents, which have happened at this comer, could be obtained it would surprise everyone. The culvert has never been whole for more than twelve months and all motorists have had to warn them of its existence was the presence of two 4 x 2’s which were stuck up at the comers of the planking. So long as the Southland Motor Association neglects to attend to matters of this sort, which are of vital importance to visiting motorists, it will not make rapid progress. Danger signals have been erected in many places throughout the province where the risk is not nearly so great as at the Dacre culvert. It is to be hoped that this latest accident will have the effect of making the Motor Association take up the erection of signals in a more serious manner. NO SLUMP. MOTOR SALES KEEP UP' WELL. From many parts of the Dominion come reports of factories working short time and numbers of employees thrown idle, but as far as the motor trade is concerned, at least in Invercargill, business is brisk and sales continue to hold up to recent figures. “We are being kept very busy just now,” remarked a big dealer to a reporter yesterday,” and our sales have been very good. Last week, for instance, about eight new cars were sold, and the second hand machines disposed of were even more numerous.” He continued that the repair staff were being worked at full capacity, there being many jobs of this nature offering. Good used cars were in heavy demand, but only at low prices. This statement was supported by another garage proprietor interviewed, who said that it was no use putting a big price on second hand cars. The reason for this, apparently, was that the mass production methods adopted by the big manufacturers had enabled good cars to be marketed at reduced prices, and buyers would sooner pay a little more for a brand new automobile than run the risk inseparable from the purchase of used cars. Both dealers, however, agreed that business at the present time was very good and stated that there was apparently no danger of anything approaching a slump eventuating. BOROUGH ROADS. NEW PLANT ALL ORDERED. “All the plant required for the work contained in the £74,000 road loan proproposals recently sanctioned by the ratepayers has now been ordered,” said Mr T. O. Fox, Town Engineer, to a reporter yesterday. He stated that the bitumen required had also been arranged for, and everything would be on hand ready to start work in the summer. In fact, a portion of the plant was probably now on its way. Very little work has been done on the Borough roads of late in the way of maintenance, but the streets have held up much better this year than previously, due largely, no doubt, to the mildness of the winter months. The North road, however, is still in a bad state, with many potholes, as are some other important streets, and motorists, and indeed all who use the roads, will be very glad when the Council’s improvement scheme has been completed. ON BALLOON TYRES. CHRISTCHURCH TO INVERCARGILL. Last week a Christchurch motorist drove his Durant car to Invercargill and back, shod with balloon tyres, and in the following observations made by him puts in a word of praise for the comfort obtained by their use. Leaving Christchurch early, Dunedin was reached the same day (running time 8| hours). The roads were generally good, potholes being unpleasant near Bankside, but negotiable in fair comfort at 25-30 m.p.h. even at the worst places. Dunedin to Invercargill occupied five hours. Part of the road was good, but there were many potholes. The return times were:—lnvercargillDunedin 4 hours 55 minutes, DunedinChristchurch 7 hours 10 minutes. Total time 12 hours 5 minutes, for 372 miles. It Was never necessary to change from top gear, the Dunedin hills being comfortably negotiated both ways, in spite of their wet condition on the return journey. In fact, rain or light drizzle continued throughout the return journey from Dunedin. In spite of the high speed, petrol consumption averaged 21 m.p.g., oil about 1000 m.p.g., water one pint, and no skids were experienced, the utmost noticeable being a little roll or slight side slip on greasy corners. After the trip of 760 miles the tyres were practically unmarked, and even after the two one-day trips of 240 miles, the passengers experienced no undue fatigue or discomfort. REMARKABLE ACCIDENT. TRAFFIC BLOCKAGE IN AUCKLAND. A remarkable motor accident happened in Auckland on a recent evening. A light motor van which had temporarily broken down, was drawn up alongside the kerb. It was without lights, and the driver of a heavier truck, whose vehicle was only lighted with oil lamps, failed to see the obstruction, with the result that he crashed into the stationary van, lifting it up on the truck’s left mudguard. Before the two vehicles could be separated a touring car ran slap into the rear truck. This car suffered pretty badly, the chassis and steering gear being so bent that considerable difficulty was experienced in moving it. For a while outbound trams were held up and there was soon a collection of motors, and willing helpers by the dozen assisted to disengage the three vehicles and get them to the side of the road. No one was injured and neither truck suffered very material damage, but the front of the touring car was so twisted that it could not be removed under its own power.

MOTOR CYCLING. NEWS AND NOTES. In 1904 the road record from Land’s End to John o’ Groats was 39 hours, established at an average speed of 25.5 m.p.h. One competitor in the Isle of Man this year was G. Cowley, an enthusiast of 61 years. He competed in the junior race, and after riding well, finished in 12th position. For the first four years of tourist trophy racing, the Scott held the fastest lap. Since then the Sunbeam has obtained honours twice and the Douglas, Triumph, and A.J.S. once each. The English twist grip control to the carburettor has made its appearance in Invercargill on the A.J.S. models which arrived recently. Another feature is the mechanical oiler. The old days of the hand pump and its uncertainty, it seems, are gone. To prove their convictions and confidence in the scientific design and practically everlasting qualities of the motor-cycle, a South African firm recently entered a 1902 model in speed events. After winning its heat, the old-timer secured second place in the final. During last year the Wairarapa Motor Club, the Otahuhu Motor Club, and the Hastings Motor Club were affiliated to the New Zealand Auto-Cycle Union. In the London-Edinburgh reliability trial held on Whit Sunday, W. D. Pugh, on an Indian Scout, came off with a gold medal for the best performance. A rider in the T.T. had trouble with the high-tension terminal on his sparking plug. After several delays he stuck it fast with the chewing gum he had in his mouth. Evidence of the increasing popularity of motor-cycling in Algeria is afforded by a recent return, which shows that at the commencement of the present year 538 solo machines and 176 side-cars were registered in that country. There are also 465 light cars in use. At the second motor-cycle carnival held at Deagon, Queensland, on August 2, Charles Disney, the Victorian crack, was successful in gaining first honours in the foremost race of the day—the 12-mile solo championship. He rode a 7-h.p. Indian Chief, and his time was lOmin 23gsec. There is no need to worry about a small amount of end-play in the engine bearings. There are few engines which are entirely free from end-play, and the most surprising thing about it is the difference between one’s estimate and the actual amount which exists. Generally, a few thousandths of an inch of end-play feel like “an eighth of an inch.” Only when end-play can be felt when the machine is running slowly at top gear in the same way as any other bearing “knock,” need notice be taken. End-play is taken up, when the crank case is apart, by thin steel washers slipped over the mainshaft.

Engines having overhead valves differ from those of the side-by-side valve type, in that the former require practically no tappet clearance when cold, since the expansion of the cylinder as the engine warms up increases tappet clearance. Therefore, never adjust o±.v. tappets when the engine is warm. When cold, the tappets should be just free, and no more, in the case of an o.h.v. engine, whereas a side-by-side valve engine requires that there should be sufficient clearance for valve expansion, say, 6-1000ths inch, or sufficient to give a decided up-and-down movement between tappet and valve stem without excessive clatter when the engine is running. The lightweight championship of New Zealand will be decided at Rotorua on Labour Day. This should be one of the most interesting races of the year. Among the probable entries are the Norton, this Year’s T.T. winner, the A.J.S., holder of fastest T.T. lap, the Connaught, with the Blackburne engine, which established a world’s record for the 350 c.c. class, at‘ over 100 m.p.h., and the Douglas, which last year won the T.T., and was so prominent in Brooklands records. Besides these, it is rumoured that a new 500 c.c. HarleyDavidson may be present, and, if ridden by Coleman, it certainly will be in the running. If the petrol pipe breaks anywhere except near the union, a short length of rubber tube cut from the generator tubing will make an excellent repair, provided the tube is secured to the pipe with string or twine. If, however, the break occurs just below the union—a common happening—a useful temporary repair is made by removing the nipple from the socket (leaving the nut on the pipe) and winding a few turns of string round the broken end of the pipe. Then, by bending the pipe so that the broken end enters the socket in the position formerly occupied by the union, and tightening the nut on to . the string, the latter will be expanded into the socket, and will make a reasonably satisfactory joint. Incidentally, when a broken pipe calls for a short piece of tubing, and there is no generator on the machine, it may be possible to substitute the pump connection. After a very stormy meeting last week the Sports Club in Auckland has emerged for a fresh start (says “Focus” ip the New Zealand Herald). The new executive is composed of young and keen enthusiasts, who should be well able to cater for the requirements of the sporting rider. The club this year has many advantages to offer prospective members, included in which is free admission to all race meetings held on Takapuna Racecourse. The Auckland Motor Racing Club has promised its support in the matter of holding a few races for amateurs only, and it is possible that several of these will be included in the programme of the racing on December 6. On the last day of the present month a treasure hunt will be held. For this outing all motor-cyclists are invited to attend, but it will be only right to confine future outings to members of motor-cycle clubs. A rider can hardly expect to repeatedly reap the benefits of the organisation without being willing to pay the small annual fee of 5/-. THE ELECTRIC TRUCK. ITS GROWTH LAST YEAR. Prior to the world-war the motor truck played an insignificant part in the great work of transportation. With the advent of war, however, the industry received a tremendous impetus. Truck plants were expanded for war purposes and the truck industry assumed a disproportionate relation to the entire motor vehicle output. Production of trucks in the United States reached the high point in 1920, with an output of 322,000 against 316,000 in 1919, and 74,000 in 1915. After a drop to 147,550 in 1921, the industry recovered sharply, and this recovery has been in progress the past two years, the 1922 total being 252,668 and tjat of 1923, 370,000.

The year 1923 also witnessed steady growth of the electric truck. It is estimated that 900 vehicles of this type were sold during the 12 months. Both the electrical industry and the public are coming to appreciate that for short-haul frequency-stop delivery service the electrical truck has made a wonderful name for itself. To-day the modern electric truck, consisting primarily of chassis, an electric motor as a driving unit and a storage battery as its motor power, is the result of

constant development, not only of one industry, but of three great industries—the chassis development of the truck manufacturers, the development of electric motors by the electrical industry, and the development of storage batteries by the storage battery organisations. The result is a transportation unit of extreme simplicity, dependability and economy. In brief, the modern electric truck is a far different vehicle from its predecessor of 20 or even five years ago. OVERHAULS. OIL AS MEDICINE. AN ENGINEER’S ADVICE. (By G. Clark Mather, Chief Engineer, Paige-Detroit Motor Car Company.) There are several points in preparing an automobile for the long grind of day after day touring under every kind of road condition that should not be overlooked when a motor is torn down for overhauling. These include piston slaps and an inspec - tion of parts such as oil lines to see that no cracks have developed during past usage and that they are perfectly clean. When the motor is torn down the pistons should be carefully gone over to see that the connecting rods have been properly lined up. If the rod is not in line it will show up worn spots on opposite points on the top and bottom of the pistons. Out-of-line connecting rods will cause so-called piston slaps, will increase wear on the wrist pin and connecting rod bushings, ,

cause the motor to heat and lose power, and must be guarded against with all care possible. PRESSURE LUBRICATION, Most of the larger power plants are pressure lubricated as regards the crankshaft and connecting rod bearing:. All main and crank bearings should be fitted up with at least .002 inch clearance. This adjustment is very readily made by reason of the fact that the thickness of the thin metal shims is just the same as the clearance desired. The shims should be removed from each bearing one at a time, and the bolts drawn up tight until the difference in tension can be felt when the shaft is rotated. Then one .002 inch thick shim should be replaced to provide the clearance necessary. Most all motor companies recommend that the oil be drained out of the crankcase at periods varying from 100 to 1000 miles. Our recommendation is that the mileage must not exceed 500 before changing the oil. Some car owners appear to believe that this recommendation is an effort by the oil companies to sell oil. This most certainly is not the case. With present day fuels, crankcase dilution is getting to be more and more common as a factor in engine wear. It is real economy to drain out the oil which has been contaminated in the crankcase. DON’T BUY CHEAP OIL. In purchasing oil, do not buy one just because it is cheap. It pays to use the very best lubricating oil possible. The grade recommended by the manufacturer ■of your car should be used if possible. The lubricant may be likened to a medicine. You would not think of buying a i particular medicine in preference to one that has been recommended by your doctor just because it was cheaper. Oil is a very important medicine for the automobile engine. When the motor is overhauled the valves must, of course, be carefully ground and all carbon removed from the combustion chamber. It is surprising to one that has not had the experience what a big difference a small amount of carbon will make in the operation of an automobile engine on heavy grades. We know of cases from our own experience where the car would be unable to negotiate a steep grade until after a two days’ accumulation of carbon had been removed. Be sure to have a clean combustion chamber before starting out on your journey. TRAFFIC IN LOS ANGELES. HEAVIEST IN THE STATES. RESULT OF CAREFUL CHECK. Statistics made public by the Los Angefes Traffic Commission reveal that Los Angeles streets are the most congested in the United States. In making the comparison, traffic at each intersection of the principal streets outside of the downtown area proper was recorded. Some of the salient points which the check disclosed were: Los Angeles County, with 425,572 automobiles (tourists’ machines not included), represents 3A per cent of the total registration of the country. Approximately 310,000 cars enter the congested district every day. This is said to be more than the total number of automobles registered in New York City. Motor traffic at Adams and Figueroa streets is declared the heaviest in the United States. During the check 69,797 cars traversed both streets of the intersection. The total registration of Los Angeles County is larger by 120,000 than that of New York. The check shows that there axe three intersections in Los Angeles that have a daily movement of over 45,000 machines; six intersections with between 40,000 and 45,000; nine intersections with between 35,000 and 40,000 and 23 more with a movement of 30,000 to 35,000. The figures show the traffic movement for only one street of each intersection, that is, north and south traffic, or east and west traffic. CHANGES IN STYLES. STANDARDS FOR NEXT YEAR. MANUFACTURERS ON THE ALERT. The keen competition among motor car manufacturers is likely to bring about many changes in style and technical design within the next few months. The contest for supremacy in price class groups will be more intense than it has been during the last year, when production was the greatest ever in the industry (states the Sydney Sun). Greater value to the car buyers is the object. The public likes changes in styles, and readily responds to the new models. Buying is given an added impetus if the body design is different or if chassis changes are sufficiently pronounced to give additional value to the consumer.

Increased comfort, economy, and safety, are the dominating ideas behind a large number of innovations to be shortly announced in America. A preliminary investigation indicates that lines now highly competitive will have a tendency to part, not so much on a price basis as on specifications and designs. One large company, for example, that is making fours and sixes, has dropped the four and substituted a light six. Another building fours exclusively will add an eight. Before the 1925 season has passed at least one car with a single-sleeve valve engine may be produced. This is known as the Argyll type, and has been in use in England for a number of years. One concern has a six-cylinder Argyll, and expects to sell it as companion to its eight-cylinder car. Another concern making Knight engine cars will offer a light six model in addition to its present cars. This change may be due to the underlying thought that pronounced differences in certain lines are lacking and that the apparent similarity in construction leads to a paucity of definite sales arguments. In the minds of the engineers, ai least, there is a leaning toward pronounced changes, and if carried out to the fulness of their conception, we may see the beginning of an era similar to that which existed before 1912, when a multiplicity of basic mechanical features made possible as many sale appeals.

While definite announcements from the industry as a whole have not been made as yet, we may see what the manufacturers are getting ready to present to the dealers and public for 1925. Only two cars have been made with straight-eight engines—Packard and Dutsenberg—both in the high-priced class. While it is not admitted that the straight-eight, or any eight in fact, is better than the six in most respects, it is in one at least. It has smoother torque. A small displacement, high-speed straight-eight, may have many advantages from a sales standpoint. There will undoubtedly be a group that will oppose the straight-eight for mediumpriced cars on the grounds that it is somewhat more complicated than existing engines, but that alone will not suffice, because additional parts and cylinders do not always mean much—witness the displacement of the four by the six in public favour, the adoption of vacuum fuel feed, the addition of the starter, pressure oiling Systems in place of splash and similar changes. It is the history of development in the motor field, that the public will accept a design that gives them real results, added parts not withstanding. One engineering group does not believe in the eight at all. The balance, smoothness, power output and performance of the six are held to be adequate and further development of the six, it is claimed, will bring out various other qualities demanded from year to year. Opposed to this group is one that believes the eight gives a power plant with the inherent characteristic of smooth running plus the other desirable qualities an engine should possess. The eight in line can be made to occupy little more space than a six of the same displacement by cutting down the bore.

No one is known to be working on a staggered eight similar to Lancia’s, although such a design, aside from cost, seems to have advantage, especially that of compactness. When a car manufacturer finds himself struggling to avoid price confliction with other lines, the straight-eight will have a definite appeal. There is great latitude in the design of such an engine. It may be made in L-head form, as an overhead valve with vertical rods or with an overhead camshaft, or it may be made as a Knight engine as is the case in the French Panhard. Ease of maintenance will be set forth as a big argument in favour of this type. The form lends itself more readily than a V-eight to accessible locations for accessories and valves. It is quite possible to get into gas distribution troubles with one carburettor because of the long intake, but if the overall length of the block is kept down, which it can be, there is less necessity for using two carburettors.

Four wheel brakes will show an increase. Many manufacturers in the low and med-ium-prices classes who did not equip with four wheel brakes during 1924 have committed themselves to this design for 1925. Some makers believe that the public is not demanding four brakes, and that the sale of two-wheel brake cars will not be affected merely because of the brakes. An investigation by one of these manufacturers as to reasons why four-wheel brake cars were purchased indicated that a small percentage purchased simply because the cars were fitted with the new equipment. From factory reports it looks as though balloon types will be seen on practically every important car on the market. It is even said that Ford may start out with balloons on the closed models' in much the same way that he fitted with electric equipment. However, this is spectacular as regards Ford, because it will add a little to the cost of production and Ford is not ordinarily inclined to do that unless forced by public demand and retarded sales. The balloon situation is typical of the car manufacturer’s responsiveness to public demand. Outside of the electric starter, no feature within recent years has been so readily and so quickly accepted. DASHBOARD FITTINGS. HINTS FOR THE AMATEUR. The dashboard electrical fittings of most modern cars have been greatly improved in appearance during the last few years. This meant active competition between makers for reduction in size and external smartness, and has not always resulted in efficiency. It is sometimes a delicate, and in many cases probably inaccessable, job for the average owner to tackle his switchboard, should he have any trouble with his lighting ignition or starting circuits. A lighting failure is rather a nasty experience at night and, on a strange road, may result in a wrecked car.

The wise motorist will find an inspection lamp with a few yards of loose wire invaluable in a case of night trouble. The wiring should be connected up direct with accumulators, which, as a rule, will contain at least sufficient “juice” to light a lamp. Every motorist should carry on his car a clear chart of the wiring, switches, etc., which thoroughly explains the functions of the complete electrical equipment. This chart, and a “book of the words,” is usually supplied free of charge by the manuWOMEN DRIVERS. INCREASE IN FRANCE. Until recent years, women drivers have been rather rare in France. Although keen enough on motoring, French women have been inclined to leave the wheel to the opposite sex. The last year or two has seen a great change, however, and among recent driving licenses issued by the Prefecture of Police for the Department of the Seine, no fewer than 28 per cent, have been taken out by women. In spite of newspaper jibes to the contrary, it may be said very definitely that women drivers drive far more carefully, as a rule, than the average Frenchman, and they are certainly not so rough with the unfortunate car. Quite a sprinkling of women taxi-drivers has lately appeared in Paris. Motoring offences are very rare among French women drivers. MOTOR LAWS. NEED FOR UNIFORMITY. The need foY uniform legislation in the United States and an invitation for exchange of ideas on legislation between the national motor-vehicle conference committee and the motor-vehicle associations abroad were points in the address of Mr H. H. Rice, president of the Cadillac Motor Car Company and chairman of the legislation committee of the National Automobile Chamber of Commerce, at the World Motor Transport Congress, just held in Detroit.

The congress was attended by 140 delegates from 42 countries, besides many representatives of the industry in the United States. Using the United States as an example, Mr Rice pointed out that up until 1904 there were practically no motor-vehicle laws and that since that time laws have been passed by the legislatures of every State in the union, covering both taxation and operation. There is so great a diversity in these laws that a driver going from one State to another, or even from city to city in the same State, may be confronted with an entirely different set of traffic regulations. According to Mr Rice, however, lawmakers are beginning to realise the importance of the motor car as an economic factor in the development of the country and accordingly are taking an intelligent and constructive stand on legislation affecting it. FOREIGN TRADE BOOM. EXPECTED AT DETROIT. LIFTING OF EMBARGO WANTED. DETROIT, July 1. The automotive industry is on the eve of a foreign trade boom. This is the unanimous verdict of those present, both European and American delegates, at the World Motor Transport Congress which closed in Detroit recently. Automotive leaders from all parts of the world returned home, expressing astonishment at the universal use of the automobile, especially by the hordes of working men. Foreign delegates declared they came to Detroit sceptical over the reports they had heard and read concerning the number of workers employed in the various automobile factories; the tremendous daily output, efficient methods of manufacturer and other details, but departed thoroughly convinced that the stories that had reached them were far from being exaggerated. German dealers, in particular, were visibly impressed in the extended use of the automobile.

“In Germany to-day there are only 170,000 automotive vehicles, exclusive of motor-cycles,” declared Johannes Buschmann, of Berlin, managing director of the German Automobile Dealers’ Association. “When these figures are compared with the number of cara owned in Detroit, Which I am informed is over 300,000, one can readily see the great need of Germany. To make another comparison, Berlin has at this time 12,000 automotive vehicles. Paris, on the other hand, has 275,000. A vast difference. “What we are looking forward to with every belief that it will result in the improvement of our condition is the lifting of trade embargo. That, we hope, will be effected by October. When that is accomplished we expect a decided change to follow and slowly, maybe very slowly, we will get back on our industrial feet. We will, there is no question about that. We want motor-cars, and a great many of them-”

FORD WORKS FOR LONDON. 500 CARS A DAY FROM A THAMES FACTORY. TEN THOUSAND WORKERS. Twenty-one years after starting his wo rid-wide motor business, Mr Ford is now going to build motor-cars in London. The Ford Motor Company (England), Ltd., have acquired a site of more than 300 acres on the north bank of the Thames at Dagenham, and there a great factory is to be built in order to supply Europe with Fords. Ten thousand British workmen are to be employed—more than three times the number engaged at the works at Manchester—and the factory will start off with an output of 500 cars a day. The minimum rate for all labour at the new works will be 3/- an hour —higher than the union rates for any unskilled labour and most skilled labour, too, in this country. “Three shillings an hour absolutely,” said Mr Jenkins, the Ford director in England, recently. THREE SHILLINGS AFTER TWO MONTHS’ PROBATION. “This minimum rate will be paid to every employee, however elementary his duties, immediately after a two months’ probationary period. We can do it.” The site at Dagenham is considered admirable for the construction of works. The land is partly reclaimed and partly agricultural on the edge of the river. A railway runs through it, there is a canal adjoining, and the river at that point is good for navigation. Docks and wharves are to be established as part of the main scheme. There the ships will arrive with material and parts for the übiquitous Ford, and the finished product will be despatched to all parts of the Continent. Good roads north, west and east will scatter processions of Fords to British customers. “It is time for us to make a move here,” said one of the Ford principals yesterday. “The Ford organisation has come of age, and last month the ten millionth car took to the road.

“The annual sale in Great Britain has reached 40,000 cars and trucks a year, and our extension in England is entirely due to the profits earned by the British business. “To-day the English Ford car is practically 100 per cent. British labour and material.” CARS FOR BRITISH TASTES. The new factory will principally produce models in accordance with British tastes, ideas and conditions. There will be the two-seater, the touring car, the coupe, the Sedans—these with lower frames fcr British roads, right-hand drive, and so on. One of the noticeable developments will be the latest and most complete means for safeguarding the Ford workers. They include such ideas as the following:— To work the great punches the operator has to press two buttons simultaneously. This keeps his hands away from the machines. Men work at the top of furnaces in pairs for fear one should be overcome by fumes. Dozens of devices are used to place parts in a machine without exposing the hands. Steel leggings are worn in the foundry to protect the legs frcm splashes of molten metal. ‘Always be careful” is chalked up everywhere. Mr Ford’s son, Mr Edsel B. Ford, who has assumed responsibility for a great part of the Ford businesses, will probably visit England within the next year to see the developments. CAR AND ITS OIL. LIFE OF THE ENGINE. To keep fairly cool under all circumtsances, and yet at the same time to be well lubricated is the demand made of the automobile by its owner. These two qualities appear to be necesary to keep the car going.

Three things are important when it comes to starting an engine in a motor-car (writes H. Cufford Brokard in the New York Herald). These are gas in the cylinder. compression and a spark. To keep it going there must be a cooling system and lubrication. Cooling is necesary to keep the cylinder walls at a temperature low enough so that the oil required can perform its lubricating function. For it is essential to keep a film of oil between the cylinder wall and the piston which travels up and down inside it.

Without such lubrication the friction of the parts sliding over each other would be so great that the engine could not develop sufiic.ent power to drive itself, to say nothing of the automobile with passengers or freight in it. To undertake to run an engine without lubrication is to put it out of business for all time.

To illutsrate the importance of lubrication, push your shoes heavily forward on an asphalt side-walk. The leather soles become hot, and the shoes will quickly show signs of wear. But if in the process you step on a banana skin at once the feet begin to travel rapidly. The banana skin acts as a lubricant. It is equivalent to placing a film of non-friction material between the shoes and the surface of the hard sidewalk. FRICTION TO BE AVOIDED. In the auto engine there are numerous places that have sliding contacts, and consequently these points require lubrication. They include the cylinder walls, pistons, piston rings, bearings of crankshaft and crank pins, little bearings in the piston to suport the piston p.n, bearing on which the camshaft revolves, the cams and the valvelifters which they operate, the guides for lhe valve-lifters, the gears and chains which operate the camshaft, possibly the pump shaft, the shaft fc? ignition timing, and the generator. All thc.x pans are usually contained inside the engine, and are lubricated from the common siiftply of oil that is placed in the crank-case of the engine. lhere are a number of different types of engine lubricating systems. In one of these the oil is forced under pressure to practically every sliding part. Perhaps the most common system is that in which the oil is carried in a compartment called a sump or reservoir in the bottom of the crankcase. On the top or side of the crankcase provision is made for filling this sump, and there is usually a float or some other device to indicate how much oil is oh hand at any time. This crank-case may carry a gallon or more of oil. As the indicator shows that the oil supply is getting low, a supply of fresh oil should be put in, or the entire supply should be renewed every 500 miles. In this system there is usually a pan placed directly over the sump in which there are small depressions directly under each crank pin, to which the lower end of the connecting rod is joined. When the engine is going a small pump takes oil from the sump and forces it to this pan, where it runs into the depressions. As the connecting rod comes around it dips into the oil and throws it up into the cylinder, lubricating the cylinder wall below the piston.

When too much oil is picked up, or when the piston rings do not fit the cylinder properly, the oil is likely to work past the piston in large quantities, get into the combustion chambers, be burned and exhausted in the form of smoke. This is one of the causes of carbon deposit in the cylinder, which in turn causes knocking. OIL SPREAD TO ALL PARTS.

In addition to lubricating the cylinder wall, this oil that is fed lubricates practically all other working parts of the engine. For intsance, as the crankshaft revolves at high speed, and the ends of the connecting rods dip into the oil, the oil is splashed and broken up into a very fine spray or fog. This is circulated by air inside the engine, and is deposited on every part contained in it. Thus, as practically every working part of the motor is contained in the crank-case or in the compartments, such as the cylinder and timing gear case, which open directly into the crank-case, the lubrication of the entire engine is cared for by this system. The possible exceptions are the fan bearings, generators, starter motor bearings, and water pump glands.

The pump which circulates the oil delivers much more oil than is useed. This is done so that an ample supply may be assured under all circumtsances. In order that the surplus oil will not go to waste, the oil pan under the connecting rods has openings. These are placed at such a height that when a sufficient amount of oil is present, any surplus will automatically drain back into the oil reservoir. It is a good idea to inspect the oil indicator each time before driving the car, to be sure 'hat there is an adequate supply.

When this oil is used over and over again it becomes filled with particles of metal. Also, while the engine is going, the vaporised gasoline in the combustion chamber will be forced past the piston into the crankcase when there is pressure in the combustion chamber. This vapour condenses nto gasoline and drops down into the oil in the oil sump, thinning it down. This situation makes it desirable to change the oil about every 500 miles. Keep sufficient oil in the engine, clean the crank-case out, and the strainer at the oil pump. There should be practically no trouble with the modern engine lubricating system. And the motorist will have at least one important detail in automobile ownership satisfactorily cared for. STEAM VEHICLES. CHANGES IN DESIGN, British makers of steam vehicles are showing great enterprise and activity in steam vehicle construction, and every month are approaching nearer to petrol car practice. Two years ago, the first after-war shaft-driven waggon on motor car lines made its first appearance, but now steam shaft-drive in conjunction with two or three speed transmissions promise to become a commonplace, for within the last two weeks Motor Transport has published particulars of two other new vehicles on these lines. It is an open secret that other makers have under construction waggons on the same principle.

AIR COOLED ENGINES. NEW SLEEVE VALVE. REMARKABLE PERFORMANCES CLAIMED. It is a reasonable expectation that the launching of a big sales drive by the General Motors Corporation on its coppercooled cars, soon to occur, will have a marked influence upon the public. It is likewise almost a foregone conclusion that other manufacturers will be quite to see the underlying advantage and that a marked arousal of interest in air cooling will result. To what extent plans are being laid to take advantage of this opportunity it is still too early to say, but there are indicaitons that the possibilities of eliminating the “waterworks,” and at the same time producing a lighter, more economical and more responsive car, are being considered in several quarters more seriously than ever before. In this connection it is understood that profound, and in some instances well-digest-ed interest is being taken in the Burt singlesleeve valve engines, which have attracted a good deal of attention in England, and which have shown up remarkably well in air-cooled forms. This type, basically, is known best as the Argyll engine, though the same principles also are used in the Picard-Pictet cars in France. In our aircooled application it has reached a noteworthy stage of development in the Barr and Stroud motor-cycle engine, which was introduced to the British trade something over a year ago, and which is now supplied on no less than 17 different makes of twowheeler in England. One of these engines, of recent design, under test in Glasgow, last month showed a speed range of 3,000 to 6.200 revolutions per minute and an output of 7.6 to 18.4 horse-power. The top reading was obtained after a two-hour duration test, when the engine had had but one minute’s rest, according to the report of A. D. S. Barr, of Barr and Stroud. The same engine, it is said, subsequently attained a maximum speed of 7,500 revolutions per minute.

The performance is remarkable for a single-cylinder engine, without reference to the fact that it is air cooled. The cylinder dimensions are 76 by 77 milimetres, or roughly, 3 x 3 1-16 inches, which gives a piston displacement of 250 cubic centimetres, or about 21.35 cubic inches. The engine weighs only 45 lbs. Some conception of what the performance means (says Automobile Topics) may be gained by the statement that six cylinders of the same size built into a single engine would fall just outside the 122-inch limit established for the recent 500-miles race at Indianapolis. It would probably develop something like 110 horse-power. This particular engine was fitted with two carburetters and two induction pipes. The more common types, however, while showing exceptional power, are equipped in the more conventional manner.

The Burt (Argyll) single sleeve valve engine differs from the Knight engine, in that it has but one sleeve, to which a compound motion is imparted by a crankpin on the end of a revolving shaft. Movement of the crank causes the sleeve to travel up and d°wn in the cylinder and at the same time to twist or oscillate back and forth, thus alternately opening and closing the intake and exhaust ports in the cylinder wall. Silent operation of the valves, absence of any load except friction of the moving parts, mechanical simplicity and absence of adjustments are among the practical advantages claimed fefr the design. Water-cooled automobile engines of this class are thoroughly familiar to engineers, as already indicated, and have given a good account of themselves. The idea of applying the fruits of motor-cycle experience with respect to air-cooled engines for automobile use, however, is a recent inspiration. Wallace Glasgow, Ltd., of Glasgow, Scotland, the parent licensing concern for the Burt and McCollum patents, under which the engine is constructed, is affording all possible facilities for development work in the United States, and is reported to be receiving royalties from several concerns which are conducting experimental tests. THE DEATH LEAP. IN A RACING CAR. Mr J. A. Toop, an enthusiastic amateur racing motorist, was killed at Brooklands motor racing track, Weybridge, Surrey, on Whit Monday. The car he was driving, a large Peugeot, owned by Mr C. G. Brocklebank, left the banking of the track at 104 miles an hour and ploughed its way through 100 yards of dense fir plantation on the outer slopes of the embankment. Although many thousands watched the race, few knew of the mishap until it was announced that the three remaining races were abandoned. Only a handful of spectators saw what happened, and none can explain the cause of it. The car simply disappeared.

There was no evidence of a burst tyre or a skid. The track of the wheels led in a straight line for the top of the embankment.

Eye-witnesses state that when it reached the top of the banking the car seemed to leap into the air. A clump of firs in its path was untouched, suggesting that the car jumped right over it. Farther on the car’s path through the plantation was marked by destroyed trees.

Mr Troop was thrown clear of the car. His body was found under a wild rose bush about 30 yards from the wreckage. The car was upside down, and its nose buried in the undergrowth.

Mr Brocklebank had driven the car to victory in the fifth race at a speed of 103 miles an hour. He had arranged to go as a passenger with Mr Toop in the seventh race, and had already taken his seat in the car when Mr Toop suggested that he would prefer to travel “light” so as not to reduce the speed. Mr Brocklebank agreed, and left the car. The race was won by Count Zborowski’s Ballot, and the driver did not know that there had been an accident until he reached the paddock. FOR LIGHT AXLES. USE OF TRUSS RODS. Where the light chassis is used to carry loads in excess of the 7cwt for which it is intended, or where rough roads are the rule, it is worth while to go to the expense (quite a small item) of having truss rods fitted to the rear axle to prevent sagging. While the rear axle of the present-day Ford is an improvement on axles of the older type, it may be strained by overloading, and it may be found that the process of straightening a strained axle tube, should such a defect be detected, is rather difficult, and that a replacement is the only satisfactory, though necessarily more expensive course. LEYLAND LORRIES. WORLD-WIDE REPUTATION. The only overseas motor firm having a direct company branch in New Zealand is Leyland Motors, Ltd. This fact proves the stability of the firm, and its great faith in the future of motor transport in the Dominion. The Leyland Company was originally established 30 years ago, and its productions quickly began to win fame and public honours. One of the most significant marks of official approval of the Leyland Company’s designs, methods of manufacture and policy generally, was that the “Leyland” was the first vehicle to be subsidised by the British War Office, and that in both classes in which entry could be made. 7000 Leyland machines served in the Great War. The Leyland head office and works in Lancashire occupy 160 acres, besides which the company operate a steel works and two other extensive factories. Head office of the New Zealand branch is at Maritime Building, Wellington. The representative in this district is Messrs J. Bath and Sons, Yarrow street.

RUBBER ROADS. EXPERIMENTS IN INDIA. The Ceylon Government has authorised, and is taking considerable interest in, experiments by the Colombo Municipality in the use of rubber as a road surface-dressing. This material, which is the invention of a Ceylon rubber-planter, is being used on a portion of the Darley Road, one of the most frequented thoroughfares in the city of Colombo. At first the solution was tried on a road traversing the rubber-estate of Deviturai and has been in use there for about 18 months. A short stretch was laid later on in the Municipality of Galle; but the present test is considerably more severe’ than any that has succeeded it, and, if the new solution holds out, a great future may be in store for the invention. It is made from pure bark and scrap rubber, while the method of laying is similar to that employed with tar and asphalt preparations. The solution is heated until liquid, and then spread on the road with brooms; thereafter, fine gravel is sprinkled over the solution and a steam-roller binds the two. The inventor of this new road-making material hopes to evolve a solution which may not only be used as a binder, but also may be spread to a depth of one inch and one inch and a-half, so as to form a read surface in itself. The new material has a distinct advantage over tar, inasmuch as it is both cleaner and easier to handle. Up till now the idea of using rubber for roads has been almost exclusively confined to rubber blocks, which are extremely costly to lay down. The cost of the liquid rubber road dressing referred to is 50 per cent, to 75 per cent, more than that of tar; but it is found that tar-dressing in Ceylon must be renewed every three or four months,- while the rubber-dressing is expected to last from eight to nine months, or longer. BE PREPARED. ACCIDENTS WILL HAPPEN. Always take enough gear with you on a run to attend to such annoying happenings as blow-outs or punctures. Consider the risk of a party which undertook an 80 miles run on Sunday. Two cars, conveying 10 persons, left Invercargill. A blow-out delayed one car not far on the journey, and the one spare tyre was used. In neither car was there anything with which to mend a puncture. At the picnicking ground the driver of the second car decided to leave again for Invercargill and return later for his quota of the party. He had not put in an appearance at 5.30 p.m., so the nine persons climbed aboard the remaining car and set off for the city, which was reached safely. But a pretty position would have arisen if a tyre had blown out, for instance. It pays to be prepared. AN INTERESTING SCHEME. HIRE-MAINTENANCE PLANS. “Hire-maintenance” is a somewhat curious combination of words which mean that it is possible to hire a car for a year or more and to cover all the cost of running that car by a certain fixed charge per annum. An attractive scheme has been evolved by a London firm. The cars supplied are 10-25 h.p. Carran Laycocks, and range from the two-seater, which costs £425 in the ordinary way, to the four-seater saloon listed at £625. By the hire-maintenance system the prospective motorist can obtain the two-seater at £250 per annum, the allweather four-seater for £350 per annum, and the four-seater saloon for £375 per annum, this including the maintenance of the machine in first-class condition during the year and the provision of petrol, oil, tyres and sundries which may be required, together with all repairs and adjustments, the annual licence and insurance, and the provision of another car if the first one is, by any cause, put out of action. SPECIAL ARRANGEMENTS DURING USE. The customer is able to select colour and upholstery desired, for the emphasis is laid upon the point that a new car is provided, and not one that is secondhand or in any other way a used vehicle. Then, at the end of the first year, the car is re-varnished. At the end of the second year it is painted and re-varnished. For the payment asked, 6.Q00 miles can be covered annually, special arrangements being made for distances in excer™ of this. The garage must be provided by the hirer, end petrol, oil, etc., will be sent to his garage, the cost of any oil or petrol bought on the road being subsequently refunded and certain arrangements made if it is necessary (which in normal circumstances it should not be) to obtain tyres on the road. Twenty-one days in each year are set aside for overhaul and repair, another car being provided in the meantime. Insurance covers third-party risk, and all the things which would normally be covered by an owner. Spoke brushes, sponges, and materials for washing the car are provided by the firm, but any charges for cleaning are the concern of the hirer. CONDITIONS GOVERNING THE SCHEME. Naturally, the car must not be taken out of the country and must not be lent to any other person, while, in the event of a breakdown or accident, a telephone message must be sent to the firm at once, and another car will be sent, Alternatively repairs can be undertaken in certain circumstances at the hirer’s own expense. Certain provisions are also made covering a breakdown or accident taking place at more than 100 miles from London. MOTORISTS’ PATRON SAINT. REMARKABLE VILLAGE SCENE IN FRANCE. A place of pilgrimage for motorists, if not a new saint, was inaugurated on July 22, when some hundreds of French automobillsts assembled in a tiny village near Argentan, in lower Normandy, to do honour to St. Christopher le Jajolet, whom they have adopted as patron saint of all who use the road (writes the Paris correspondent of the Morning Post). St. Christopher le Jajolet is a half-forgotten saint who is reported to have been of giant stature, and to have traversed Jordan one dark night against a furious current, bearing the Divine Infant on his shoulder. Over 100,000 users of motor cars, aeroplanes, cycles, and saddle-horses are asserted to have grouped themselves into a brotherhood of sportsmen whose spiritual home is the nearest church and its calvary and little chapel in which the Saint’s bones rest, and which form the centre of a hamlet which bears the name of The Holy Man.

The three or four hundred motor cars which gathered there were of every known type, some hauled out of the slumber of years in some remote Norman farmstead. Preceded by a gilded reliquary containing the bones of the Saint, which was carried on the shoulders of apple-cheeked young girls dressed in white and crowned with roses, the village priest, surrounded by choir boys and thurifers, passed slowly down £he long lines of cars, and blessed them collectively. Afterwards amid the chanting of psalms, the hooting of horns, and the blowing of trumpets the long procession of motor vehicles filed slowly past the statue of the saint.