MOTORDOM

Southland Times, Issue 19456, 21 January 1925, Page 12

MOTORDOM

>QOOOOOOOOOOOOOOOOOOOG NOTES AND NEWS

(By “

“ Self-Starter.”)

MOTOR VEHICLES ACT. PROTEST TO MINISTER BY LOCAL ASSOCIATION. The Secretary of the Southland Motor Association (Mr J. S. Dick) yesterday despatched the following telegram to the Hon. J. S. Coates, Minister of Public Works:— “This Association is concerned regarding the insufficient publicity given to the regulations under the Motor Vehicles Act, requiring all motor registrations to be made on or before January 31. We are inserting an advertisement in the local daily papers, but at the same time consider the Government should take further steps, preferably by distributing informative posters for display in garages throughout the country.” ENGINE NUMBERS. I —— REQUIRED FOR REGISTRATION. HOW TO FIND THEM. A great many inquiries are being made as to where to find the chassis and engine numbers, which are required for registration of cars under the Motor Vehicles Act. On a number of modern cars there is only one number, the car number, and where this is the case the same number will have to be filled in under the headings of chassis number and engine number. In order to assist motorists who are not too sure where the numbers are on their cars, the following will give an indication as to where they will be found on a number of the popular makes of cars in use around Invercargill:— AUSTIN—Car number only. On dash facing driver. CADILLAC—Car number only. On dash under bonnet. BRISCOE—Two numbers. On dash under bonnet. EARL—Two numbers. On dash under bonnet. HUDSON—Numbers on dash under bonnet. ESSEX—Numbers on dash under bonnet. CHEVROLET—On frame under the driver’s seat. BUICK—I92I and later, two numbers. On right-hand side of dash under bonnet. BUICK —Prior to 1921. Chassis number on left rear dumb-iron. Engine number on front left off engine block. GRAY—On left side of cylinder block, about No. 3 cylinder. No chassis number. OAKLAND—Two numbers. On plate on front of dash under bonnet. CHRYSLER—Engine number on timing case. Chassis number on left rear dumb-iron. MAXWELL—Two numbers. Engine number on timing case. Car numbber on plate on dash under bonnet. WOLSELEY—Car number on plate on dash facing driver. DODGE—Car number on plate on footboard below dash. Engine number on left side of cylinder block. STUDEBAKER—Chassis number on oval plate on frame under left front mudguard. Many have been painted over and require scraping. Engine number on left rear of engine near starter. FORD—On left front of engine block on raised plate. Engine number only. RUGBY—Serial number on dash under bonnet. Engine number on plate on left side of engine. DURANT—Same as Rugby. FLlNT—Serial number same as Rugby, j Engine number on right side of engine. I NASH —Serial number on left of engine on I cross member. F.l.A.T.—Chassis number on plate on foot- I board under dash. Engine number on • right-hand side of engine. ROVER—One number only. On plate on dash facing driver. ARMSTRONG-SIDDELEY—On plate under bonnet. WILLYS-KNlGHT—Chassis number on right of frame member at rear. Also I on plate on left under front seat. En- I gine number on red plate on left of • engine.

OVERLAND—Chassis number on left under front seat. Also on left of differential crown wheel; and also on frame at rear of front left wheel. Engine number on lug behind oil filler on left of engine. HUPP—On dash near steering column. One number for car and engine. MOON—On dash under bonnet. Both numbers. CHANDLER—Chassis number on the right ' w front frame. Engine number on left ' of engine block. '

_ STANDARD—Chassis number on steering wheel. Engine number on crank case on right-hand side. ARROL-JOHNSTON—Car number on instrument board. Engine number on right-hand side of base plate. ROLLlN—Numbers under front wing on right side. PACKARD—On left, under instrument board on dash. JOWETT—On instrument board. HUMBER—Under bonnet on dash. STILL GOING STRONG. ONE OF THE ANCIENTS. “ONE LUNGER’S” PERFORMANCES. A fine performance by an old model De Dion Bouton is recorded in the following letter, which was received by Mr J. S. Hawkes, secretary of the Canterbury Automobile Association, from Mr E. Langford, of New* Brighton:— “As I am the proud possessor of an ancient type of motor car, I thought that it would interest you to know’ the result I obtained with it on New Year’s Day and January 2. “The car referred to is a 1907 model De Dion Bouton, and has an interchangeable tonneau and I usually use it as a light truck. It is a single cylinder eight-ten horse power, and I have driven it now for nine years and find it extremely reliable. “On Thursday (January 1) a party consisting of three adults and two children and all the necessary gear for a picnic left New Brighton for Kaituna Valley. Three quarters of an hour found us at Tai Tapu and in an hour and twenty-five minutes we arrived at our destination at the head of the valley, which I understand was 600 feet from the Little River Road. I filled my tank before

leaving home and also filled a gallon oil tin with petrol. On arrival I found that the tin had a alight leak and decided to empty it into the tank. “To my surprise I found I had only just room to get it in. On ascertaining the distance, I found it to be thirty-five miles. A considerable portion of the road was loose shingle and an up-hill gradient, bo I think that you will agree with me that the performance was rather a good one. “On the following day, we (fid Waikuku Beach, Kaiapoi, the Maori Pa and finished up at the mouth of the Waimakariri and completed the whole distance without any mechanical or tyre trouble. “The cost of the outfit was £5O, and was registered by me on October 27, 1015, wd has been in continual use ever since.” I

ROAD CONDITIONS. IN AND AROUND SOUTHLAND. The heavy holiday traffic has made a difference to the main roads, and many are now rough. Gore: The road to Gore through Woodlands and Edendale is bumpy until the lastnamed place is reached. The piece between Woodlands and Dacre has developed many pot-holes, and the same conditions were experienced on the Dacre stretch until maintenance was applied. Beyond Edendale, however, the road is better and the going much better. Rimu-Seaward Downs: This road is now better than the main road, as the heavy coating of maintenance has been pulverised by the traffic, leaving a good motoring surface. From Seaward Downs to Edendale the going is not so good as the maintenance spread on this part, comprised of some very large stones, make the road very bumpy. Winton: There is practically no difference in the alternate routes to Winton, as all are beginning to develop fresh pot-holes after maintenance. Dipton: The road beyond Winton to Limehills is in perfect order, but from Centre Bush to the Fernhills heavy maintenance has made the going heavy. Once the Fernhills are crossed the road is good right through to Caroline. Nightcaps: The Nightcaps road through Waianiwa and Otautau provides a good surface, and is one of the best in Southland at present. Wherever motorists are advised to take by-roads in preference to the main roads at present, as the dry season and heavy traffic has made the main roads rather rough. A WORLD TOURIST. IMPRESSIONS OF CHRISTCHURCH ’ RESIDENT. ROADS AND MOTORING IN ENGLAND. After an absence of close on two years, Mr R. M. Macdonald, a well-known Christchurch business mail, returned last week from a world tour in the best of health, having, during the passage from England, almostly completely recovered from the serious operation he underwent some months ago. A COMPREHENSIVE TOUR. Mr Macdonald, accompanied by his daughter, Miss Mary Macdonald, left Christchurch early in 1923, and took steamer at Sydney for the East, their first port of call being Hongkong, via Manilla, voyaging for three weeks, and were only out of sight of land for three days. China and Japan were visited and passage was taken from Japan to Vancouver by the Empress of Canada—a vessel described by Mr Macdonald as one of the most magnificently appointed vessels afloat; she made the passage across the Pacific in nine days. From Vancouver Mr and Miss Macdonald went by rail to San Francisco, Los Angeles, the Yosemite Valley, and, taking the Santa Fe route, saw the Grand Canyon of Colorado. From Chicago the Eastern States were reached. In Europe Mr Macdonald did a considerable amount of touring by motor in England, Scotland, France, Bel-

gium, Italy and Spain. Returning to New Zealand, Mr and Miss Macdonald came via Suez on the maiden trip of the Orama, the latest addition to the Orient Line. The Orama is, probably, the finest ship that has ever come through the Canal. She is an oil-burner, and on occasions did 184 knots. An outstanding advantage of the oil-driven I steamer is her absolute cleanliness—she | never gets dirty at sea; only when in port, i The Orama is one of three new Orient liners ito be put on this year. This class of vesI sei uses oil from the Persian fields, in i which the British Government is a large shareholder. There are big oil stations at all ports on the Eastern route. LONDON’S STREET TRAFFIC. In an interview with a representative of The Press, Mr Macdonald dealt interestingly | with a number of subjects, chiefly matters ! relating to motoring and roads. I Since his previous visit, in 1919, to England, Mr Macdonald said that he noted many changes. He did not know of any city in the world where so much building, and re-building, was going on as in London. About half the work that was being done in England just now was, he added, more or less for the relief of unemployment. As a consequence a lot of work that was not necessary was being done, and, it was costing a great deal of money. Whether it was doing much to relieve unemployment was questionable. There were over a million people out of work, and the number employed on relief works hardly affected the total.

> Regarding London traffic problems, Mr Macdonald said that they were very difficult, and at present there were no indica- [ tions as to how they were to be coped with. Some remedy was coming—but things came very slowly in London. An Act of Parliament, passed recently, clothed local authorities with greater powers than they had possessed hitherto, an'd some relief was expected from this measure. Last year 30,000 new cars were registered in London, and of that total quite a large number were omnibuses. Some indication of the desperate state of street traffic was given by the Chairman of the combined concern that manages the London General Omnibus Company, some of the tramways, and the tubes and underground railways, who stated that last year traffic had slowed down 10 or 20 per cent., and that, from I the bus point of view, that meant running I from 10 to 20 per cent, more buses. Mr Macdonald commented that in Fleet street, or the Strand, it was possible at some times of the day to walk from the top of one bus to another in a long string of buses; he himself had seen a string of 70 buses, one behind the other, in a stretch of less than a 1 quarter of a mile. The bus services were excellent, the owners complying fully with the strict requirements of the licensing authorities. No out-of-date buses were being used, and the requirements' of the licensing authorities called for lighter and noiseless vehicles. Hie best motor-drivers were

to be found amongst the bus drivers; they were most considerate of other motordrivers—and that cannot be said of the taxi-drivers! The standard of the taxis plying for hire in London was not what it ought to be; there were still a large number of the original taxis on the stands; but | newer styles would, probably, run these off I the streets. At present there appeared to be I too many taxis for the trade that was offer-

ing, and fares were high. Lower fares and a i ’ shorter minimum distance were likely to < be introduced in order to encourage people to use a taxi for half a mile; the present . minimum was one mile. The fare was nominally, Is per mile; each additional ’ person over two pays 9d; in practice it was ! cheaper for four people to hire two taxis than to go in one. , i ROADS AND MOTORING. i “In and around London,” said Mr Macdonald, “immense sums of money are being / spent in providing better road access to t the country. There were two Wide roads t going north, another on® —the Bath road c —going west; another, not so wide, to con- t nect London and Dover, and one going n south to Brighton and Folkestone. Much b land haa had to be acquired from local tl

land-owners. The road round Brentford, i for instance, is three or four chains wide —the actual roadway being fully two chains . wide, with grass margins on each side. Roads are being practically re-made; almost • all have asphalt surface, and they are 1 kept in wonderfully good condition. It has been found that water-bound macadam in an absolute failure for wide roads. Moist of the roads have been very expensively constructed with a great deal of finish in asphalt.” . Mr Macdonald found in the United States, ; that on certain roads the congestion was I worse than in London and other parts of England. In Southern California, for instance, the saturation point had been reached—there was one car for every three people. Consequently, on Saturdays and Sundays it was much safer to stay indoors. This congestion was due largely to the fact that in the States there was a main highway between two towns; in England there were a dozen little roads going to the same town, and the motorist had the choice of several routes. Mr Macdonald paid a tribute to the services for motorists provided by the Automobile Association of Great Britain—the provision of telephones at difficult and of petrol supplies. There were so many people in England who were starting as motorists that such assistance was very necessary. Mr Macdonald saw in operation on Fifth , Avenue, New York, the system of control by traffic towers, but while he admitted that it worked all right under Fifth Avenue : conditions, he did not think it was superior to the control effected by the British policeman. Too much, he remarked, could not i be said ip praise *of the London police—they were the essence of common-«ep«® I>

was wonderful how they handled the traffic; it was infinitely better managed in London that anywhere else. The point duty men were thoroughly up to their work, and, as far as he had been able to judge, they were vepr impartial. In addition, they were doing the real work of the police—not trying to catch the erring, but endeavouring to prevent them from doing silly things. HAND SIGNALS. j MANY DRIVERS TOO LATE. HELPING THE MAN BEHIND. With motor vehicles continually increasing, the importance of drivers giving correct hand signals is becoming greater. Most drivers give the universally recognised signs, but in addition to the few who neglect to do so, there are too many who signal so late as unnecessarily to embarrass other road users. The “turning to the right” signal is frequently given so close to the point of turning that a following vehicle without efficient brakes may easily fail to pull up in time to avoid a collision. In the case of a fast-moving vehicle at least 50 yards notice should be given for a right-hand turn. Stop signals in crowtkxl traffic must of necessity be given without notice, but at other times intentions to stow down or stop at the kerbside are often given much later than should or need be the case. But this question is not confined to the giving of signals; their correct reading is equally important. Normally, thia presents no difficulty; but sometimes, especially with car traffic, a certain danger of misunder-

standing is introduced when passengers or drivers, generally to indicate objects of interest, extend their arms over the vehicles side. In a half light, especially, such a movement may easily be misread as a signal. As the practice obviously cannot be stopped, things must be taken as they are; but, at any rate, attention may be called to the possible danger of misunderstanding and the i consequent need for care in reading signals, i Furthermore, it is time that a code of signals should be standardised and adopted by the various automobile clubs and associations of New Zealand. NEW WORLD’S RECORD. BRITISH DRIVER’S FEAT. GREATEST SPEED ON LAND. In a burst of delirious speed Mr Malcolm Campbell, driving a 150 h.p. twelve-cy-linder British Sunbeam car, recently beat the world’s record for the flying kilometre (five-eighths of a mile) on the sands at Pendine, Carmarthenshire. His average speed was 146.16 miles an hour. The previous record was held by an Italian car, driven by Mr J. H. Thomas. In a further attempt on the mile record Mr Campbell scored faster time for the distance one way. He missed beating the existing record by a two-hundredth of a second. To establish an official record the mile has to be covered in opposite directions and the average speed of the two journeys is taken as an official reading. On one of the journeys, with the wind behind him, Mr Campbell averaged 151 miles an hour, the fastest speed ever recorded officially for a mile in one direction. His higest speedometer reading was 168 miles an hour, and he failed to make a better average speed owing to wheel-slip in the rain-sodden sand. During his successful attempt on the world’s record Mr Campbell moved at a speed greater than has ever before been atJ tained by a human being on land. Even in this vast waste of deserted sand, where speed is apt to lose its significance, the spectacle was an exhilarating one. It takes a car with such a monster engine some time to warm into its stride. Mr Campbell made his start two miles‘along the sands from the actual timed starting point. There his car appeared like a small black speck in the distance. Suddenly there wds a muffled roar like the opening of an artillery barrage. His 350 h.p. engine had awakened. The speck began to move towards us, and in a few seconds the speck changed its appearance. Water thrown high in the air by the rear wheels completely obscured all vision of the I car and driver ’until they came level with the eyes. Then before one cotild wink the whirlwind w*as again a far-distant object. After the monster passed the finishing point it took its skilful driver a full mile before he could check its career and bring it safely to a standstill. Then mechanics had to rush after it and push a wooden platform under its wheels to prevent it (from burying itself in the sodden sand. Mr ! Campbell, covered with sand and slush, then | had a hurried look at essential parts of the | i mechanism and started on the second | , journey against the wind. I ! Describing his experience to me, after | wards, he said: — I ! Conditions were against me, as in places | i the sand was soft, acting like four-wheel | • brakes. This caused the loss of valuable b | fractions of seconds.

i The rain, though slight, hit me in the ; face like bullets and hurt considerably. i There is little sensation of speed as the car i travels smoothly; it is rather like gliding lin an aeroplane. The landscape—what there ' is of it there —just faded away. I I hope in the future to travel at a speed | of three miles a minute. My one difficulty is tire trouble. To-day they stood up splen- ■ didly, but in previous attempts I have shed . a number of tires at high speed. ; Mr Campbell’s car, which now takes 1 pride of place as the fastest in the world, has a 350 h.p. 12-cylinder engine which was originally built for airship work. After the war it was put on the scrap heap. A racing ' enthusiast saw it and bought it. Later it ‘came into the hands of Mr Campbell who j fitted it to its present chassis. The car has one seat, just sufficient room I for the driver to squeeze in. The rest of the ' car is all machinery. It is taxed at £350, ’ nearly £1 per day. ' The lowest speedometer reading is sixty i miles an hour —it does not begin to work i until this speed is reached—and the maxij' mum reading is 180 miles an hour. The . car does sixty miles an hour on bottom gear, . and 140 an hour on third gear. Mr Cxmpi bell never changes to top gear until this ! speed is reached. I Actual details of the record are as follows: Distance, one kilimetre. —Time out, 15.01 sec; back 15.605ec; mean time, 15. 305 sec; average, 146.16 m.p.h. Timing was carried out by a special electrical appliance, the car making contact with the timing instrument as it crossed over a wire laid at the start and I finish of the course. This is the only method I of timing accepted internationally for world records. This timing was carried out by KA.C. officials.

ELECTRIC SCREEN WIPER. EFFECT ON THE BATTERY. It would appear that the average electric screen-wiper consumes between one and two amperes. This is not a serious demand, being comparable to the demands of a wireless receiver fitted with three bright emitter valves. But it is sufficiently substantial to require consideration where an aged battery is never too lively, or where the starter and the lamps entail heavy discharge and little daylight work is indulged in to replace the current consumed. It is also large enough to suggest the prudence of lengthening the daily charging period on cars where the owner has been in the habit of charging for an hour a day or so. Generally speaking, a newish car in summer use will supply the needs of an electric screen-wiper without any precautions being taken. But if the car is old, if it is worked hard at night and little used by day, or if the starter is operated recklessly, the’ screen-wiper might prove to be the last straw unless care is observed. A case is known where a screen-wiper and a very powerful electric hooter were added to a cheap small car with a very small dynamo output, and electric troubles soon made thair appearance. EXHAUST PIPES. FREE EXIT ESSENTIAL. It is of the utmost importance that the design of exhaust pipes should be such that the escape of the gases will be in no way impeded. The pipes should have easy, sweeping curves from the time they leave the cylinder, and the silencer should be of ample size and placed well to the rear. In the shape of the pipes and the silencer position the Ford is an excellent example of a good lay-out. When cooled the volume of exhaust gas becomes less, and pipes are therefore placed where a current of air will reach them. Carbon deposit, besides reducing the area of the pipe, impedes cooling and thus increases back-pressure in two ways. The most efficient silencers are of ample size, made of cast aluminium to avoid the resonance of thin sheet metal, and copiously ribbed to assist cooling. When the exhaust manifold is cast with, or bolted close to the cylinder block, this is also ribbed in the best designs, and internal deflectors are often added to facilitate the exit of the gases. Removal of the silencer or use of a cutout sometimes gives a slight increase in power when the engine is running fast or under heavy load. Under normal condi--1 tions, however, there is no gain unless the exhaust system is choked with carbon or very badly designed. Alterations should be carried out carefully. Recent bench tests on a 3 h.p. engine showed a fall of l-3rd h.p. when a sft extension pipe was added to the silencer.

AMERICA’S INDUSTRY. HUGE VALUES IN CARS. THE FORD PROFITS.. Tn 1923 there were - manufactured 4,068.997 automobiles—a 53 per cent increase over 1922, and yet 1922 was a 80 per cent, increase over 1921. No industry of i major size can sanely hope to continue such a stiff pace, writes J. G. Frederick in the [American lieview. America is spending for i automobiles and automobile supplies a sum equal to twice the total national income in 1885. Since January 1, 1913, she has manufactured 19,000,000 cars, as against only 1,000,000 manufactured from 1895 to 1912, inclusive. The annual rate of output has been multiplied by eight since the first war year. This year the number of automobiles in use became larger than the number of telephones in use. Already the number of people travelling daily in aytomobiles exceeds the number in railway cars. Nevertheless, most automobiles manufacturers at the beginning of the year announced almost incredible plans for increase. Ford and General Motors both spoke of plans for a 50 per cent increase. By these two alone, if they had carried out their 4,200,000 cars would have been made—more than the record 1923 production of the whole industry. The first four months of the year apparently justified optimism, for 1,400,000 cars were manufactured, as against 1,250, 000 in 1923. Then the April production showed a 12 per cent, drop from 1923 — giving a portent of what was coming. May showed a 20 per cent decline over 1923. Still, however, the five months’ production broke the 1923 record (1,740,000 as against 1,652,000). Obviously, however, the boom plans were not to go through. Ford placed his plant on a five-day basis. His May sales were twothirds of the total production of the entire industry—showing that whatever buying existed was centred on the cheaper cars. In view of the immense preponderance of Ford cars over others in 1924 production, it is significant to note that Ford has practically been selling his cars at cost. The latest Ford financial statement indicates that whereas in the year ending February, 1923, the profits from the sale of new cars were 56,000,000 dollars out of the total profits of 110,000,000 dollars —in the year ending February, 1924, the profits from new cars were only 3,930,000 dollars out of the total profits of 82,263,000 dollars. The ratio of profits from new cars dropped from 47 per cent down to less than 5 per cent. The major portion of profits comes from sales of parts, interest on securities and bank balances, freight charges and so forth. As Ford manufactured 1,914,000 cars in 1923, this apparently meant that Ford’s profit per car in 1923 was only a trifle over two dollars. Ford’s five-days-a-week plan is reducing his labour cost per car from 75 dollars to 63 dollars, a saving of 12 dollar. His other savings have made the economies total 15 dollars per car, and thus on a production of 2,000,000 cars he is adding 30,000,000 dollars to his profits, and is stopping the sale of cars at virtually manufacturing cost. Foreign sales will not loom large for five or ten years, in spite of the fact that there is a potential demand abroad. The 1923 export was only 328,000 cars, which will not be exceeded in 1924. There is no surplus income in most foreign countries for the purchase of cars.

We have in America at present 88 per cent of all the automobiles in the world—a ratio obviously out of proportion to the modern economic value of the automobile in other countries. We have one automobile to every seven persons in the United States. Contrast this with one to every 74 in England, one to every 93 in France, one to every 453 in Germany, one to every 36,800 in China and one to every 7500 in Japan. On this scale there is room for about 6,000, 000 cars in England more than now are registered; about 13,000,000 in !• rance, and perhaps 10,000,000 in Germany. DIAGNOSING TROUBLE. WHEN THINGS GO WRONG. The diagnosis of trouble is a matter that should be undertaken without flurry, and much time can be saved by thinking out the cause before actually tackling the job. As an instance of this, a certain engine fitted with two carburettors would only run on two cylinders at a certain speed. Investigation revealed the fact that, though there was the normal suction of air at one carburettor, there was none whatever at the other. A few moments’ quiet thought diagnosed the trouble in the following manner: If there is no suction, either the piston of one cylinder is defective, or the engine is taking in air from some part other than the inlet pipe. Considering this in detail, it was obvious that the pistons were intact, since there was compression in all four cylinders when the handle was turned. Obviously, air was being sucked from some jther part. Considering this, it was posible for a leak Considering that it was possible for a leak to occur only> through the cylinder head gasket, the spark plug hole, or the exhaust valve seat. The spark plug was certainly tight, the gasket trouble was unlikely, and everything pointed to the exhaust valve. It was quite evident that the inlet valve could not be the cause of the trouble, as, even if this valve were completely off its seat there would still be suction from the carburettor, and it was obvious, also, that nothing the carburettor might do could make any difference to the suction. Acting on these lines, the cylinder head was removed, and although both the exhaust valves of the two cylinders affected outwardly appeared to be intact, they were removed, and the valve faces were found to be extremely bad. New exhaust valves cured the trouble. It should be noted in this instance that § comparatively small leak in the seat was sufficient. The leak did not allow the compression to escape to any great extent, but when the engine was running there was suction on the combustion side of the valve, and also pressure on the underside of the valve, the combination making the leak extremely effective. IMPROVING THE CAR. PRESENT-DAY PROGRESS. The car is always being improved (writes C. S. Clancy in the Sydney Sun), but it has not reached the stage when further refinements and fresh changes, cannot be made. The study by engineers of road requirements and small detail is constantly changing the car’s make-up, and the industry is ever progressing. Undoubtedly, the perfect car will never be built, and the present-day progress is along the lines of making the desirable factors of appearance, comfort, utility, efficiency and economy, in so far as they relate to the models of the variously priced cars. One of the most interesting matters engaging the attention of experts at the present is the attempt to make an eight-in-line car at a reasonable price. The cost of two extra cylinders, as compared with with a six-cylinder car, involves six more • inches of wheelbase, a larger block, two more piston and connecting rod assemblies, t and a crankshaft that may cost double the price of the six, if thoroughly machined, balanced, and formed in accordance with accepted ideas for eight-in-line crankshafts. The question is whether of not the pub- ■ lie wants such a type of car in any quan- ' tity. More than one manufacturer in Ami erica is studying the matter now, and more than one of this type of car is already designed, and has gone through road tests? i It would be an easy matter to turn these ‘ over to the production department with or- • ders to tool up. The tools themselves have > already been designed, it is understood, by ’ at least one maker, but the go-ahead sigml I has not been given. i The matter of transmission is being given • perhaps more universal study than the 5

eight-in-line. Many have been impressed with the development work which has been carried on recently with transmission gearsets, and this dovetails very nicely to the opinion that has been held for some time that the gearset has lagged behind other parts of the car in development. For some reason the public has not taken to the automatic gearshift, either electrical or mechanical. There has been a feeling among engineers, however, that the day would come when the shifter lever would be no longer popular. It would not be surprising to see some of the large, influential manufacturers announce gearsets of this nature this year or next. It is certain that there is more experimental work being carried on in this field than ever before, and it is not confined to the small production makers. The adoption of the traffic sliding key type of transmission gearset, as reported in 1923, is an indication of the way makers are learning. It is not only desirable to have non-clashing gears, but it is also desirable to have gears that can be shifted up or down at will. It is quite essential in negotiating hilly country to make the engine always available as a brake. A driver who has not had the foresight to put his car in second speed before descending a hill which is beyond the capacity of his brakes cannot readily shift into the lower speed after his car has started to roll down hill. Many cars with wornout bgakes have run away, due to this, and a gearset that is capable of being shifted up or down is felt by many engineers to be a necessary safety device. MOTOR CYCLING. NEWS AND NOTES. The first side-car was marketed in 1903. A two-wheel car is the latest novelty in Paris. The new Sunbeam O.H.V. models are utilising dry sump lubrication. In 1904 the F.N. Company introduced high tension magneto ignition. A French rider is credited with unofficially covering 100 miles in one hour. It is now over 12 years since electric lighting came into being on motor-cycles. Contracts for 20,000 machines have been signed for the new model 494 c.c. Triumph. Motor-cycle polo played with side-car outfits is the latest innovation in the sport in England. Almost every British motor-cycle firm is producing an overhead model in its 1925 productions. German motor-cycle papers are urging their countrymen not to buy English or foreign motor-cycles. Experiments are being made with a device, retracing the petrol carburettor, to utilise crude oils on motor-cycle engines.

The Japanese are taking keenly to motorcycling. During the past seven months 2443 motor-cycles, mostly British, were imported. Hub bearings are very often neglected until they give signs of trouble. Most hubs are packed with grease, and should be examined regularly to ensure that the lubrication is effective. Back in pre-war days much trouble was caused by tappet rods. The metal was soft and wore quickly, necessitating constant adjustment. To-day, however, it is possible to travel over 1000 miles without any attention being necessary. Interest is centred on the Middle-weight Championship to be decided at Takapuna next month. Moller and his O.H.V. Norton is a popular favourite, while many expect Percy CBleman on his special 3| h.p. HarleyDavidson to make the running. While it is not definitely decided, it is probable that the 250 c.c. and 175 c.c. T.T. races will be run concurrently this year, and the distance for the smaller class will be increased from three to four laps. The 350 c.c. and 500 c.c. will be run as separate events.

A British motor-cyclist, who has ridden extensively on Brooklands, stated that the races at Takapuna early last month beat anything he had ever seen. He was of the opinion that the English riders would have to take their hats off to men like Coleman and Woodman. A new system of handicapping is being introduced in Australia, where the American riders are competing. Handicaps were calculated in yards instead of in seconds, and competitors were placed at various intervals around the track, corresponding with their handicaps. The starts were affected with a sawn-off shotgun. There were some splendid exhibitions of speed at the Aspendale Speedway during the Christmas holidays, when Spencer Stratton (New Zealand), Paul Anderson (U.S.A.) and G. Disney (Australia) secured honours. Stratton had a most remarkable escape. He came off when entering the straight at over 70 m.p.h., and after somersaulting twice he was dragged under his machine, but soon picked himself up and attempted to resume the race. Included in the Muriwai New Year’s Day Sports was a motor-cycle race, which attracted an entry from seven riders. The course was over three miles, with one turn. H. S. Smith (Harley-Davidson), riding from scratch, crossed the line first, with B. North (llsec) second. Moat (Douglas) spilled on the turn and damaged his forks badly. The two Scotts, ridden by Armitage brothers, were well in evidence, but were unable to win on their handicaps. Competitors in the recent Hawera-Te Kuiti reliability trial had a gruelling test against mud and rain. Of 37 starters only 15 were able to complete the return trip, five of them being side-car combinations. The solo riders must have had a heart-break-ing experience ploughing through miles of deep mud. and those who finished are to be commended on their skilful ride. It was a test of skill and endurance, as well as of reliability in the strictest sense of the word. The present-day motor-cycle is practically fool-proof, and can be relied on to complete any tour without trouble. A run over all nuts and moving portions first thing in the morning will save any losses en route and. so longs as spares for either belt or chain and a tube repair outfit are carried, there need be no hesitancy in tackling a long distance. It is also advisable to carry a short piece of rope and a length of rope—just in case. There should be no occasion to run short of petrol, while it would be absolutely unpardonable to fail to gee that the oil supply was kept well above the safety limit. STEERING WOBBLE, CAUSE AND EFFECT. The disconcerting defect known as steeling or front wheel wobbles is usually the cause, and now the effect of backlash in the connections. The prime source of the trouble is either some inherent defect in the layout of the pivotal movement of the wheels and stub axles, or defects incidental to a lack of parallelism between the front and back pair of wheels or axles. A common form of front-wheel and stubaxle layout aims at easing the pivotal motion by striking a common centre line through the wheel and pilothead, so that the axis of both coincides at the treadbase. An alternative to this setting is to mount the stub-axle head within the hub. This type, however, is seldom used. The normal front wheel arrangement is to place both wheel and axle head vertical and parallel to each other. This involves two pivotal points, one for the wheel about its tread-base, and the other for the stubaxle about its head. Front wheel wobble may be caused by both front wheels being “off” parallel with the two rear ones. This produces a side drag on both wheels, and its effect is apparent in excessive tyrewear. To test for this trouble, place the vehicle on a level floor, and stretch a cord first along one side, taking the centres of the respective front and rear hubs as the testing point. Then, while the cord is held taut, measure the clearance between the cord and the respective faces of the wheel Do the same on the other side and compare results. If the four wheels are parallel to each other there should be the same clearance, or gap. between each front wheel face.

WOMAN’S INFLUENCE. AND MODERN CARS. SOME EXTRA COMFORTS. No firm, as far as one knows, builds one type of car for a man and another for a woman, their needs as motor drivers being practically the same. It seems highly improbable that the question of sex has ever entered the manufacturer’s head, when it comes to designing an engine; he looks on the posible needs of the motorist as a motorist; and how the production of the engine is going to benefit him economically. Whether it is to be used by Mr Smith or his wife does not matter to him, as long as his balance-sheet shows that his engine is a good one and a commercial success. But where woman’s influence has been felt as regards motoring is in the design of the body, and there is no possible doubt that it has been an influence for the best. No human being of either sex appreciates having to double its legs up till they almost resemble croquet hoops, or bow the shoulders as under an intolerable load of sorrow in an endeavour to insinuate himself into a driving seat; nor is it any more pleasant to have to balance oneself on the extreme edge of the seat and, propped up by innumerable cushions (which invariably get flabby after half an hour’s run), have to rise to the occasion, literally as well as figuratively, every time one wishes to change a gear, a complete somersault being almost necessary to get at the hand brake. This is where manufacturers and coachbuilders have considered wompn. It is only since the war, when so many women took up driving, that small cars have been fitted with adjustable driving seats. Drivers of the male sex hardly greeted with shouts of joy the idea of sitting in a draughty, non-weatherproof car, the wind whistling round their neck and the rain pouring in at every possible, and impossible, point. To-day the saloon body, at one time a luxury only within the reach of those who could afford to run a heavy, expensive car. is now fitted to the small and cheaper cars, which appeal to the owner-driver since they are easy to look after and inexpensive to run. Even open cars are, to all intents and purposes weatherproof, having neat, workmanlike and easily adjustable side curtains. while the hoods are easy to put up and down, and do not require the assistance of three or four strong men to adjust them. Pneumatic upholstery, shock-absorbers, rear windscreens, cubby holes in the dash, extra pockets and self-raising windows in saloons that are well lit and are provided with arm rests and double-split windscreens, in all these extra comforts one can trace the influence of the increasing number of women drivers. THE CITROEN CAR. CORRECT LUBRICATION Tn rhe successful and economical operation of the motor car there is no single factor of greater importance than lubrication. This fact is becoming more and more recognised by motorists. Correct lubrication does not consist in haphazard oiling of a car whenever the motorist happens to think about it. It is a matter of using a high quality lubricant chosen to suit the operation and particular design of the car. It is important that the correct oil should be supplied to the engine and other parts of the car regularly. It is also in the best interests of efficient motor car operation to change the oil at regular intervals. A valuable booklet, entitled “To the man who owns a Citroen” has been published by the Vacuum Oil Company Pty., Ltd. It deals exhaustively with the lubrication system of the 7.5 and 11.9 H.P., and caddy models. A careful perusal of its contents will well repay the Citroen owner who desires to get the best out of his car.

This treatise on Citroen lubrication has been prepared by the Board of Automotive Engineers of the Vacuum Oil Company. These engineers are highly trained specialists in the field of lubrication. They have had long experience in the study of all kinds of automotive equipment from the viewpoint of lubrication. These engineers have scientifically studied all the factors of design and operation affecting Citroen lubrication. The analysis of these factors appears in the booklet. On the basis of this research work, extending over a considerable period, the Board of Automotive Engineers has recommended the particular grades of Gargoyle Bobiloil for engine lubrication and for transmission and differential lubrication, which will properly meet all the conditions of design and service. Every Citroen owner will do well to secure a copy of this valuable little text book and study its contents. It is obtainable from Citroen agents and leading garages or can be had on. application to the Vacuum Oil Company Pty. Ltd. RACING MANIA. CAR AGAINST CAR. A FOOLISH PROCEDURE. It is not wise to try your car out against that of the other fellow when he warns you that he wants to pass. Perhaps he wishes to tell you that you have unshipped a spare tyre or something. The writer was told of two motorists who pulled up in a village many miles out to replenish the tank. One got away first over the bumpy road, but had not gone far when a honk in the rear warned him that another bus wished to pass so he thought. But how dare another car pass! So the driver of the first car stepped on the gas, stamped on it in fact, and for 10 miles he held the lead over a road in name only. Then he stopped at another village, and the second car came along. The driver approached the winner of the speed contest, and said: “I say, old man, you dropped the cap of your petrol tank over nine miles back, and at every bump you’ve been losing petrol.” Also apropos of this racing game. Two cars, one a Dunedin car of the Star brand and the other a Christchurch Buick, tried conclusions on Riccarton Road on Sunday evening. The Star wished to pass the Buick, but the Buick would be beaten first. The result was that the 50 h.p. Star reached about 60 m.p.h. to pass and then slowed down. The Buick passed over the intersection of Straven Road after that, doing 30 miles an hour. The crowd collected to view the damage done in a collision between two other cars a few minutes before, watched the Buick go by. The constable was busy taking notes at the time. It is madness to speed on the city streets; no good driver does it. TYRE PRESSURE. TJNDEJUINFLATION DANGEROUS. In view* of the enormous and evergrowing popularity of low pressure tyres, particularly for small and medium-sized cars, it is well that those first trying them, and being naturally pleased with the added comfort, should be careful to see that the tyres are not run under-inflated. Whereas with a high pressure tyre an under-inflation of 15 of even 20 per cent, need not necessarily mean serious risks, anything exceeding a 10 per eent. underinflation of a low pressure tyre is likely to lead, sooner or later, and probably sooner than later, to considerable trouble in use. For instance, if the recommended pressure in a low pressure tyre is 301 b. the absolute minimum to be employed is 271 b, below which the tyre is sure to suffer damage. It is also pointed out that the balloon tyre is being built for comfort apd in no sense for stunts, and that nothing is more foolish than to show off the qualities of such a tyre by deliberately driving over the edge of a kerb or similar obstruction. The shock thus imparted to the exceptionally thin walls of a balloon tyre may cause irreparable damage in the twinkling of an eye. )

TRAFFIC PESTS. ' AT THE CROSSINGS. DON’T RACE ENGINE. Many motorists do things while driving which, though doubtless unintentional, nevertheless are annoying. The general tendency among us is to put things off until to-morrow, and this trait often follows us at heel in the care of our automobile engine. When you stop at a street intersection with the traffic policeman’s signal against you, there’s sure to be some chap whose engine doesn’t work well and refuses to run at idling speed. This chap always enlivens things a bit. His engine cannot idle quietly, so by way of making the situation interesting he races it intermittently at the same time giving you a first-class imitation of a thunderstorm and a gas attack. He fills your ears with noise and your nose with the unconsumed products of combustion. He’s a pest. Engine racing is no pastime for a busy traffic intersection. In fact, it is poor form at any time, and certainly injures the engine. Then there’s the fellow who is always in a hurry. He tears up to the intersection and stops at the deadline with a shriek of brakes and a smell of hot rubber as his tyres slide. He’s afriad you’ll beat him on the get-away when the traffic signal changes. He creeps ahead inch by inch. Pretty soon he’s a half a car-length ahead, and is obstructing the path of the pedestrian. The instant the traffic officer starts to signal the come-on, this hurry-up fiend dashes forward with a roar from the exhaust and a hoarse rattle of shifting gears, endangering everybody—pedestrians and traffic alike—and bringing censure upon all motorists. This chap is worse than a pest. He is a menace. Check up on yourself. What do you do when halted at a street intersection by traffic signals ? Do you annoy the other fellow? If you do—STOP IT. IMPURITIES & BATTERIES. INVESTIGATION IN PROGRESS. The harmful effect of impurities in the electrolyte of automobile and other storage batteries is the subject of an investigation now in progress at the American Bureau of Statistics. Results up to the present time have shown that some impurities are harmful to both plates of the battery, some to only one while still others have no apparent effect. The investigation has now been in progress for more than a year, t the plates being immersed in electrolytes to which known amounts of impurities have been added. Provision is made for measuring easily their change in weight, and the electrolytes are kept at constant temperature by means of an oil bath. The object of the investigation is to obtain information necessary to the successful operation of storage batteries, and to serve as a guide in the preparation of specifications for sulphuric acid for the electrolyte. A paper is now in course of preparation embodying the results. Data obtained to the present time indicate that among the impurities which affect both positive and negative plates are iron, manganese, chlorine and the bichromates. Bismuth, starch and sugar affect the positive plate, but not the negative, while platinum, tin, copper, antimony, silver, nitrogen and tungsten affect only the negative plate. Among the many substances which appear to produce no harmful effect are mercury, alum, titanium, calcium, zinc, cadmium, sodium sulphate and tannic acid.

BETTER VALVES. A BRITISH INVENTION. One of the weakest points of the present day internal combustion engine now used in over 15,000,000 motor-tars is unquestionably the troubles incidental to overheating of the exhaust valves, and the loss of power that, follows warped and ill-seating valves. Few motorists realise that the exhaust valves in engine of their car at times are red hot at the point where the stem joins the head. In bad cases the red hot area may extend even to the head itself but in most cases is confined to the top of the stem. This is due to the fact that the heat transferred from the gasses to the valve head endeavours to find its way down the stem, but the sectional area being restricted cannot flow away rapidly enough, and so causes local heat. Many of the cleverest brains in the automobile world endeavoured to overcome this and the result is that in recent years valve trouble is not as frequent as in the earlier days of motoring. This is mainly attributable to the remarkably efficient valve steel now available. Many methods have been tried with a view to ensuring longer life and less grinding in of valves. A most ingenious system of valve cooling is now being experimented with in England. w It consists of drilling out the valve stem and partially filling it with metallic salt, consisting of sodium and potassium nitrates. The hole in the stem is then plugged up. It is claimed the salts melt and form a liquid when the valve becomes heated, but do nut attain boiling point. When the valves are rapidly and repeatedly opened and closed, and liquid salts become violently agitated and form an excellent’ medium for conduction of hpat away from the head of the valve and down the stem. Salt filled valves have been used successfully in aeroplane engines, where the conditions are so strenuous that ordinary valves run red-hot and fail altogether after fifty hours’ running. Although the cost of salt filled valves would be greater than that of the solid design, the difference would be worth while, as it leads to prolonged life of valves, seatings and guides, and increased power with reduced petrol consumption.