MOTORDOM

Southland Times, Issue 19690, 24 October 1925, Page 16

MOTORDOM

NOTES AND NEWS f

(By

"Self-Starter."

LIGHTING-UP TIME. To-day 6,58 Sunday 6.59 Monday 7.01 Tuesday 7.02 Wednesday 7.03 Thursday 7.04 Friday 7.06 WORTH KNOWING. One of the most serious items in the annual bill of every owner-driver is depreciation, the amount of which is naturally dependent upon appearance and mechanical condition; yet both are often neglected. One has only to watch motorists entering or leaving their cars to note the many and various ways in which minor damage is done. Bad habits in this connection are not confined to any particular type of driver; they are almost universal. When entering a car, for instance, it is quite common for the valance to be kicked, due to putting the foot too far on to the running board. In order to prevent this there are many types of “kick plate” on the market, which save the unsightly dents and scratches.

When dismounting, or in some cases when mounting, passengers are apt to put a large amount of weight on the doors to steady themselves, particularly at the extremity of the door, in such a manner that the length of the door is used as a lever, thus straining the hinges seriously; rattles and badly closing doors are the result. If it is necessary to steady the body when entering jt is preferable to place the hand upon the more rigid side of the body, but even then great weight should not be used, as the wooden framework is not designed to stand such extraordinary stresses. In the case of the driver it is quite common to see him lever himself out of the seat by pulling on the steering wheel. As a rule the column is fixed to the facia board, or in some cases there is no support at ail for it, which means that the frail steering box has to withstand a very considerable load. It is much easier for the occupants of the front seat to turn towards the door and use the rigid body sides for steadying themselves, rather htan to grasp the comparatively delicate wind screen or steering column. The handling of doors is possibly the most popular example of careless behaviour, in that almost everybody slams a door instead of turning the handle and closing it, which is an action quickly accomplished and causing no strain either to the door and its mountings or the lock. Folding the hood is quite an easy task, even single-handed, and there is little excuse Jor the untidy mess into which the fabric so often gets through handling the hood with greasy hands, and some owners are not above practising this evil habit themselves. Naturally one cannot expect anybody who has to do dirty work on mechanical parts to wash his hands every time the car is to be moved, but a clean rag wrapped round the hands will prevent the ugly stains which are to be seen so often. Moving the car about by hand is not always easy if a slight gradient has to be dealt with, but on no account should i any attempt be made to push the car by the j radiator, as it is mounted in such a manner ! that it will not transmit “driving strains” applied to its topmost point. A car should not be pushed by radiator or guards. Lastly, ' tyres should not be allowed to stand in oil, f for nothing ruins rubber quicker than con- I tact with oil. Hosing down a car will soon be a thing of the past if the number and usefulness . of the patent devices now on the market increase. Special types of brushes and ■ mops, which can be coupled up to the hose pipe and which are designed so that ! the stream of water actually issues from the j brush or mop, may be purchased, and these j are recommended. Working parts such as • steering heads, yoke ends, and so forth | which are exposed to the weather should ! be cleaned thoroughly and then well lub- ' ricated. Grit finds its way only too quickly | into the bearings; rapid wear is set up, and | unpleasant rattles develop. A car should : always be leathered down after a run in | rain, particularly if it is new, for under the j latter conditions rain marks frequently will show up quite plainly when the water has dried off, and although they will probably vanish htey are a temporary disfigurement which may be avoided. In view of the many aluminium-bodied cars now on the roads, a word or two concerning the cleaning of this metal may not be out of place. The golden rule to remember is that whatever medium is employed it should not be allowed to dry thoroughly before the final polish off is given. Ordinary metal polish works quite well, and during summer it may be rubbed off with the polishing cloth almost immediately after it has been applied; but in winter two or three minutes may be allowed for the surplus moisture to dry off. If it is left for, say, half an hour, plenty of elbow grease will be required in order to remove the dark smears which seem to become part and parcel of tlje otherwise clean surface. TRACKLESS TRAINS. r A new chapter in the progress of modern transportation was written when the first trackless train, consisting of a locomotive with tender and Pullman car, pulled out of New York City early in May. The locomotive houses two 90 horse-power motors. The trackless train is sponsored by the Metro-Goldwyn-Mayer Film Company. It will make a 20,000-mile tour over the highways of the United States, ending at Los Angeles, and then go to Europe for another long tour. The trackless train is working in the interests of improved motion pictures and for better roads. ' The train is equipped throughout with Royal Cord tyres. The train has opened up a new possibility in motor transportation. The Pullman car is equipped luxuriously. It has dining and sleeping accommodation for five passengers, and its conveniences include a kitchen and buffet, a shower bath, comfortable chairs, a radio receiving set, hot and cold running water, electrically supplied heat, light and ventilation. Many governors and mayors have enjoyed short rides in it, and have marvelled at its elegance and completeness. When the train visited the White House recently President and Mrs Coolidge inspected it with great interest.

Extraordinary interest has been aroused in every city the train has visited, thousands of people turning out to welcome it at every stop. Although the locomotive is gasoline driven, every effort ha. been made to simulate a railroad locomotive. The big engine has a whistle and a bell, and by artificial means smoke can be made to pour out from the smoke stack. The train cost 75,000 dollars. It is 76ft long over all. It carries a crew of' five, including a conductor, chief engineer and a handsome-coloured porter. Is it too much to expect that some time in the near future millionaires will have luxurious private motor trains,, just as now they have private cars oh the railroads?

PNEUMATIC TYRES. IMPROVED FUEL CONSUMPTION Anyone watching motoring developments in Great Britain recently could not fail to be struck by the much extended use of pneumatic tyres of large section. Giant pneumatics originally designed to give extra comfort, presumably at extra expense, on lhe lighter type of motor coach, are now being much more commonly fitted, also on goods carrying vehicles, and are actually comparing well with solids iff the matter of economy. Thus the corporation of Edinburgh has a fleet of 34 Leyland omnibuses and coaches carrying from 27 to 32 passengers. In that very hilly district the average fuel consumption is 6.7 miles to the gallon with pneumatic tyres were actually found to give an average life of 45,000 miles, a result which is much to the credit of the tyres themselves, but also reflects credit on the management and on the chassis, since, as regards the latter, smoothness in application of power to the wheels is essential if exceptional durability of tyres is to be secured. Most country ’bus services in Great Britain now use pneumatic-tyred vehicles. For example, at Tonbridge Wells the Rodcar Sendees employ a fleet of 10 Talbot “W25” chassis on pneumatics inflated to a pressure of 851 b per square inch. The roads traversed are particularly hilly and many of them in a bad condition. Nevertheless, the ’buses are extremely comfortable to ride

in. DANGERS OF PETROL. Too much intelligent care cannot be employed in handling this liquid. Care must always be exercised, but it must be intelligent. An example will make this clear. An automobile was being fuelled, the tank being in the rear. The owner, to be safe, as he supposed, went to the front, struck a match, lit his cigarette—and also his car, which was ruined. The petrol vapour had been carried by the breeze to the i front of the car, where it ignited. Cases are on record in which a flame has ignited petrol vapour 60ft from its source. In handling petrol it should be remembered— (1) That its vapour is 3-5 x as heavy as air—it sinks in air like a stone in water; and (2) that a flame or electric spark is necessary for its ignition. (1) The vapours of all petrols, naphthas, turpentines, benezenes, benzoles, ethers and similar compounds are all heavier, much heavier, than air. If a cup of petrol be sitting on a table, the vapour can be seen, when viewed against the daylight flowing over the_ edge of the cup down upon the table and thence to the floor. The vapour forms a layer or stratum, and flows like a river downhill, or is carried by the breeze; when ignited, the flame always strikes back to its source. (2) For petrol to ignite two conditions are necessary— (a) a sufficiently high temperature and (b) a sufficient supply of air. (a) The lowest temperature necessary is about 1,436 deg F. (780deg.' C.) ordinarily called “a full cherry red” by the blacksmith. Anything higher lhan this—a match or gas flame (about 2,ooodeg F.), that of j a blow-torch about 3,200 deg F.) or an j electric spark (7,200 deg F.), will, of course, I ignite it. On the other hand, petrol cannot be ignited by a glowing match, stick, or ■ a vigorously-smoked pipe, cigar, or cigarette; it will, in fact, extinguish them. Smoking in and about garages would be safe. I were it not for the lighting up with matches. Likewise, a hot soledring copper can be dipped into petrol without its taking ; fire. It is the petrol or alcohol torch flames used in heating the copper or “iron” that j causes the ignition. An electrically-heated J copper, or cigar-lighter served by a switch, I breast-high, is practically safe, j (b) Sufficient air must be mixed with l the petrol vapour. Just as there is diffi- ; culty in starting an automobile engine when I the mixture is too rich, or it is “choked with . gas,” so it is impossible to fire petrol vap- ' our unless it is mixed with, or has access | to, air. For example, an electric spark can |be made within half an inch of the surI face of petrol contained in a deep can or | jar, or even in the liquid itself, without jinflaming it. On withdrawing the sparking apparatus a zone is reached where ignition takes place, there being sufficient air here to sustain the combustion. Another illustration of this same fact is found in the smothering of a flame with a blanket or sand. Amount of petrol necessary for an explosion, or explosivity of petrol vapours: According to Burrell and Boyd of the United States Bureau of Mines, mixtures of air containing as little as 1.4 per cent up to that containing 6.4 per cent, of petrol vapour by volume are explosive. Mixtures containing a greater percentage of petrol vapour burn like illuminating gas, and are used in ga.s machines for this purpose. The gravity of the petrol, whether 50deg. or 73deg Be, seems to make little difference; if the temperature be increased to 750 deg F. (400 deg C.), 1.02 per cent, are explosive. While the lower limit is 1.4 per cent, to produce an explosion, yet it should be remembered that dangerous flashes may occur with less from local explosions. That is. a quantity of vapour, necessary to make 1.4 per cent, if evenly mixed throughout the space, will give rise to a serious explosion before it has time to mix with air in this proportion. Amount of liquid petrol necessary: Burrell states that if one gallon of petrol be completely changed to vapour it will render the air in a room 21 x 10 x 10 feet, or of 2,100 cubic feet capacity, explosive; or a quart of petrol for a room BxBxB feet. Or if as little as three teaspoonfuls of liquid petrol were left in the usual 50gal steel barrel and vapourised in it, the contents would become highly explosive on ignition. An accident of this nature occurred recently in Massachusetts, blowing u and killing four boys. “In the actual use of petrol such conditions seldom exist. However, an assumed case may be that of a person filling an open pail from a larger tank or using petrol for cleaning. WTien the pail is first filled with the petrol a small volume of pure petrol vapour forms over the surface of the petrol. Just above this layer of pure petrol vapour is a mixture of vapour and air; at some point there will be an explosive proportion, and farther away from the pail there will be a small proportion of vapour, and finally still further away no vapour at all, but pure air. However, all the time the user of the petrol is at work the vapour keeps forming from both the petrol in the pail and that applied to the object being cleaned, rendering more and more air inflammable or explosive, until finally there will exist a dangerous atmosphere that may completely surround him, so that a chance ignition will envelope him in flames and perhaps cause great damage to property. Ignition of the petrol vapour may take place even some distance from the petrol in a room adjoining the room in which the person works. As the petrol evaporates, and more and more vapour is given off, it mixes with air farther and farther from the petrol; and, if the evaporation lasts long enough, may travel ■ to an adjoining room, where it may be ignited. On ignition a sharp flash will travel back through the adjoining room to the room where the petrol is.”—Big Tree Bulle- • tin.

VALVE DEFECTS. ADJUSTING CLEARANCES. Curiously enough, ' f valve tappets are noisy, motorists generally seem more concerned about the noise than about the more serious consequences of excessive clearance. Nevertheless, valves may have too great a clearance from the tappet without being noticeably noisy, especially when valve covers deaden the sound. Excessive clearances in valves mean restricted passage for the explosive mixture through too late opening and too early valve closing. For the inlet that tends to a certain amount of vacuum against which the engine has additionally to work. In the exhaust it tends to back pressure. Nor is the quantity of mixture only restricted by the duration of the valve opening period, but by the limited extent of opening available for the gas to pass through. Even on a four-cylinder engine it will be readily realised that the loss of power and petrol on a fair mileage is very considerable and certainly worth taking into account. When compressions are weak owing to lack of clearance, the defect is rather more serious with < haust valves, and rather more common with them than with the inlets, since the stems arc much more liable to stretch under the greater heat to which they are subjected. It should be understood also that exhaust valves are much more liable to damage than inlet valves and require grinding more frequently. Exhaust valve clearances should exceed those of inlet, .003 in being sufficient for latter and .005 for exhaust. If an exhaust valve should be burnt, it is much better to replace it altogether. At least two spare valves and springs should figure in the equipment of spares on all motor vehicles. An effective way of testing valve clearances on some engines is to see whether the tappets can be turned round, without any up and down movement, when the engine is really hot. Weak valve springs also reduce the efficiency of an engine. Again, the trouble is more likely to be found at the exhaust than at the inlet valves. Sluggish action of the springs will prevent full and proper egress of the spent gas, which will have its effect on the next charge by filling some of the space that should be available for fresh gases and so weakening the charge. Weak springs like this also tend to over-heating. PUBLIC TRANSIT. THE GOVERNMENT’S PROPOSALS.

The Prime Minister’s proposed intention to draft regulations to govern the competition of motor-buses with municipal tramway undertakings will be received with general satisfaction by all, except perhaps certain motor-buses interests says the “Board and Council.” His proposal for the

establishment of a Transport Commission to co-ordinate transport control throughout the Dominion will receive wide support, although perhaps not to the same extent as the former project. It is quite apparent that the feelings of the Prime Minister towards the establishment of such central controlling authoritits as the proposed local government financial board, and. the Transport Commission, are not prompted by any desire to impose hardship on any section of the community, but with a view to evolving a sound and rational system of development under the guidance of expert advice which must eventually prove to offer the greatest good to the greatest number. Problems of transport and transit control have prominently engaged public attention for the past few years, and the questions so far involved can only be regarded as preliminary to more weighty consider-*; ations in this country as the volume of traffic increases. We would be well advised to profit by experiences of other countries whose problems may be expected to become our problems. The most urgent question for attention in. transit matters in this country is recognised as being the effect on tramway undertakings of motor-bus competition : as roading improves a similar effect may be felt with regard to the railways. The authorities would be lacking were they to omit to take reasonable steps towards protecting the huge amount of public capital involved in these undertakings; and this is quite apparently realised by our progressive Prime Minister. What form such steps will ultimately take remains to be seen; but it may be confidently anticipated that before long preliminary regulations will be framed on the lines suggested by Mr Coates. While such regulations may exercise an effect to a certain degree detrimental to present motor-bus organisations, there is little doubt but that with reasonable co-operation from these interests,- combined perhaps with a little re-organisation on their pari, a new order will be introduced mutually advantageous to private and publicly-owned transit and transport undertakings. A certain minor degree of support has been given the suggestion that the day of the permanent way has passed, in favour of the motor-bus and kindred systems. Expert investigation has shown however, the impossibility of the newer systems displacing the tramways and railways, especially in the more congested areas. Further evidence in support of this theory is given by Mr W. O. Strangward, secretary of the Melbourne Tramways who returned last week from a tour of Europe and America. Discussing his observations in transportation methods in use in other parts of the world, he emphasised that in every part where sufficient time had elapsed for definite results to be noted, motor-buses

had been found incapable of replacing trama. Apart from the purely technical objections to motor-buses as a means of transport, the people themselves had shown that they did not. desire their tramways to be replaced, and they had gone to considerable expense to retain them. “I could find no city in Britain, France, Italy, or America equal in population to Melbourne,” he s reported, "where the buses have taken >ver the respoixsibility of any large portion >f the street passenger transport.” Tramrays have never been allowed to enter the busiest of London’s comparatively narrow streets, and they do not enter an area about two miles by half a mile in the centre of the city. The greater proportion of passengers in the central area are, however, handled by the tubes. The London traffic authorities do not rely upon the buses to cope with the rapidly increasing street transport, and, according to Mr Strangward, since January 31 they have refused to issue bus licenses in excess of the number in commission before that date. It has also been officially decided that, in the immediate future, drastic reductions in the number of buses will be made. With such evidence of the lack of ability of busses to meet ordinary modern transit requirements there appear quite urgent reasons for legislation to offer some measure of protection to tramway undertakings, and the proposed regulations in this respect should go far towards eliminating from this country certain undesirable conditions which have arisen in other countries from similar causes. MOTOR AND CYCLING NOTES A much discussed problem for many years has been “Does a motor car run better at night?’* There are several schools of thought on this subject, one of which holds that nightfall has no effect on an engine at all. but maintains that a car merely seems to run better at night, due to a physical or psychological effect that darkness has upon one. This theory has been proved to be erroneous by a test which showed definitely that night conditions have a beneficial effect upon the efficiency of internal combustion engines.

Some tests, says the Autocar (England) were being carried out on two 225 h.p, aero engines which were to be run continuously for twenty-four hours, one on petrol and the other on coal gas. When night fell, the r.pjn. as recorded by a revolution indicator, increased on both engines and the throttles had to be slightly closed in order to keep the revolutions down to the scheduled figure. About an hour and a half after sunrise, however, the r.p.m. commenced to fall, and the throttles had to be reopened to their respective positions of the evening before. Since both engines behaved in a similiar manner, night conditions may safely be assumed to have a beneficial effect upon efficiency, particularly as the phenomenon mentioned has been recorded several times since.

What factor, then, it it that is present in night conditions to enhance engine performance? One theory, which has been put forward by several engineers who agree that engine efficiency varies with night and day conditions, is that the greater percentage of water vapour present in the atmosphere at night is the responsible factor. This, however, is very doubtful, since the amount of water vapour present would be insufficient to bring about an increase in efficiency that could be detected. In fact, actual experiments have been made with an engine running in an atmosphere containing different percentages of water vapour, and no variation in efficiency could be recorded by methods which were not abnormally sensitive.

We must look, then, for some other factor which might be responsible. One very important, which must be remembered when considering this problem, is that the variation in efficiency between night and day running is far more pronounced during the summer than during the winter months. The most outstanding difference between summer and winter conditions, other than temperature, is the greater amount of foliage present during the summer, and possibly this is where the solution of the problem lies.’ At first sight, perhaps, the quantity of foliage present may not appear to have any bearing on the matter at all, but, nevertheless, quite a feasible theory can be built up on this basis. Due to the breathing arrangements of animals and the chemical reactions which take place during combustion, a large quantity of carbon dioxide (CO2) is introduced into the atmosphere, and, unless Nature provided some means of restoring in an uncombined state the oxygen which goes to form the carbon dioxide, we should perish from a lack of oxygen and an excess of carbon dioxide. Nature levels up affairs for us by the way in which she has constructed the organs of all vegetation. During the day all vegetables absorb or "breathe in” carbon dioxide through their foliage, whereupon chemical action ensues internally, and the gas is divided into its two constituents—carbon and oxygen. MOTOR SPARKS. ' The proposed camp at Tahuna Park, Dunedin, which is to be conducted by the Otago Motor Club during the period of the Exhibition, for motorists who are associated with motor organisations, is attracting a great deal of attention in Christchurch, and Mr. P. R. Marman, secretary of the Pioneer Sports Club, reports that he is being asked questions every day concerning it. He expects to be in possession of full particulars concerning the camp next week.

In future the driver’s photograph must be mounted in every American taxi-cab. If the hirer thinks that the driver is not the man shown in the photograph he is advised to call a policeman, as a criminal may be at the wheel.

The latest Ford joke: That Mr. Ford is arranging to paint his motor-cars yellow and sell them in bunches, like bananas. Lost motion in some steering gears can be eliminated by moving the steering arm, turning the steering wheel one half turn, and replacing the arm on the square or spline. This gives the worm a new part on which to work. Sometimes lost motion is accentuated by the spiral springs in the steering points becoming broken.

Magistrates who hesitate to send motoring offenders to goal because of the hardship that might thus be inflicted on their families (says an American paper) might find a solution in a sentence given by a judge in Miami, Florida, to a man found guilty of reckless driving. The man had a family to support and the judge, instead of sentencing him to 10 days, gave him 10 consecutive Sundays in gaol. A cloth dampened with ammonia will keep the top of a storage battery clean. If light burns out often it may be because the globes are of too low voltage. Test the voltage at the lamp socket with the motor running at normal speed, and use a lamp of the same voltage as indicated on Hie meter.

When a suitable inspection lamp is not available a mirror may be used to illuminate a dark corner beneath the car. It should be propped up or held so as to reflect daylight, or, better still, sunlight, on the part of the car requiring attention.

Never clean the windshield or windows while the car is standing in the sun. A successful window cleaning job must be done in the shade. Sponge off the glass with clean water, dry with a damp chamois, and polish with a cotton cloth.

After a fan has been long in use the blades have a tendency to straighten out, thus reducing their efficiency in drawing the necessary amount of air through the radiator. Reshape the blades to their proper angle to assist in keeping the circulating water cool.

A curious and annoying source of engine trouble was once traced, after much bother, to the petrol filler cap. The engine would suddenly choke and give symptoms of a weak mixture, such as that caused by dirt in the jet or lack of petrol. Upon exam-

ination everything appeared to be in order: but in a very short time the symptoms recurred. It was eventually found that the air locks occurred in the tank, which was covered with a cushion and a rug, when the driver was seated the rug stopped up the air hole of the cap. This is most likely to occur when the petrol is low in the tank, and it is always advisable to stop and replenish the tank before attempting to remedy the trouble in any other way, and care should be taken to prevent again blocking the vent. Spark plugs which have not been screwed strictly to the standard gauge thread may “sieze” in the engine if they are forced in by a heavy spanner. It is advisable to ease the threads by an improvised die. Obtain a steel nut of the correct pitch and diameter of thread for the plugs and slot it with a saw. Put it in the vyce so that the slot can be closed up slightly. Then apply some fine emery powder and oil to the plug into the nut with a to-and-fro movement until it is eased sufficiently to enable it to be screwed into the cylinder without being forced.

The West Australian Test Race from Beverley to Perth (114 miles) provided a fine race and attracted a big field. H. Opperman (Victoria), who journeyed to W.A. to compete in the event was unable to ride owing to an attack of measles. The race was won by R. Foy in shrs 57mins ssecs off 34mins. W. Marshall (6mins) established fastest time and covered the course (114 miles) in shrs 42mins 25secs, and then continued his ride to the old finishing point two miles further on (116 miles), thereby gaining the record for the old BeverleyPerth course. His time was 8 minutes better than the previous record of shrs 58mins 33secs. The successful riders also rode Dunlops. The Queensland Test was decided over a 100 miles course from Gladstone to Rockhampton, and was won by a scratch man in B. Murray of Mackay in shrs 43mins 25secs. The Tasmanian and South Asutralian Test races have yet to be decided. Intending contestants in both the Warrnambool and Colac-Melbourne amateur race are reminded that acceptances for both races positively close on Monday, September 28, with the Dunlop Rubber Co., 108 Flinders street, Melbourne. The American racing motor cyclist, J. Davis, who raced on the Melbourne Motor Drome last season, recently put up a very fine run in America. In a five mile race he won, averaging the wonderful speed of 1114 miles per hour. t He rode a HarleyDavidson. A novel motor car test was carried out last week on the Melbourne motor drome with a view to raising funds for a charitable institution. Three Essex cars were run for 24 hours (two stages of 12 hours each). They were a chassis, a tourer and a coach, and were tested out for speed and fuel consumption. The public were asked to send in coupons guessing their respective mileages and petrol consumption. The result of the test was as follows: Chassis, 1030 miles—an average of nearly 43 m.pJh., whilst the fuel mileage was 24 m.p.g. The Essex Tourer did 710 miles and averaged 26 4-5 m.p.g. , Dunlop balloon tyres were fitted to all three vehicles, and despite the respring incidental to running for 24 hours on a steeply banked track, they came through in a remarkable condition. “The strenuous calls upon people of the present age to keep pace with ever-increas-ing demands of work and recreation (writes A. W. Blake in Motor Transport) suggest that to take care of the public health must include the very important condition of removing all unnecessary noise that disturbs the rest of both young and old, for if their rest is disturbed their nerves suffer as well as their work. For this reason the state of the road surface and the condition of the vehicles that use the roads have direct relationship with the health of the people, more particularly in towns.” Spencer Stratton, has succeeded in attacking several of the world’s motor cycle grass frack records at Deagon, Queensland, this month. Stratton made the following times, which we understand are world’s grass track records:—One mile, 7 h.p., 46 l-ssecs; one mile, 34 h.p.,. 47secs; three miles, 7 h.p., 2min 25 l-ssecs; five miles, 7 h.p., 3mins 58secs; five miles, 34 h.p., 4 mi ns Bsecs. The machines used for both classes were Indians. Some of the smaller American manufacturers of motor cars, in competition with the more powerful producers, are in a position comparable to that of British makers who are trying to hold their markets against the greater values offered by automobiles imported from the United States. They should be able, therefore, to find cheer in the comment made by Alvan Macauley, president of Packard, and one of the clear thinkers of the industry, upon his recent return from England, says a leading American motor journal. "The British manufacturer will be able to score,” said Mr Macauley, “through the fact that he has demonstrated his ability to build a distinctive and individual car.” Preliminary arrangements for the organisation of a branch of the Auckland Automobile Association at Thames have been

undertaken by Dr. J. B. Liggins and Mr J. Kernick, president and secretary of the Thames Chamber of Commerce. It is intended to provide local camping sites with water laid on. It is probably that the association’s service officer will visit Thames shortly to attend to the details of the organisation. Most drivers become alarmed and stop quickly when the water in the radiator of a car begins to boil. They fear either that the pressure will open a seam in the radiator and cause it to leak, or that the water will boil away and the engine become overheated and damaged. It comes as somewhat of a shock, therefore, to learn that a number of automotive engineers are seriously studying and even advocating a cooling system that depends upon the boiling of water to maintain the best operating temperature. N. S. Diament, a member of the Society of Automotive Engineers, says that quick warming up of the engine when starting in cold weather, a uniform operating temperature under all conditions of weather and engine load, and slow cooling down after the engine is stopped are the objects sought and accomplished by application to the so-called steam or vapour cooling system.

The care and attention which has been given to many roads within the county recently by the Ashburton County Council has considerably improved travelling conditions. Perhaps this is more noticeable on the Maronan road than any other in the district, and that stretch of about twenty-four miles between Tinwald and the Rangitata bridge is at present in better order than it has been for some time. A point at which there is further room for improvement is that in the vicinity of the scrub, which is low-lying, and is developing some very bad pot holes. An example in the care of the main road may still be taken from the Geraldine County Council, which adopts a system of grading from the sides to the crown of the road at regular intervals. The condition of the main roads in the latter county elicits praise from many motorists.

Owners of the Ford product sometimes find considerable difficulty in starting the engine on a cold morning. Here are some “wrinkles” gained by practical experience. Scotch one of the back wheels back and frpnt, and jack up the other off the ground. Push the break lever fully forward until the clutch engages. Then swing starting handle, hard. The rear wheel acts as a fly wheel and gives greater impetus to the swing. Those who live in chilly places will benefit by removing plugs at night, and squirting a little paraffin into each cylinder. That much-harassed structure, the Wairau bridge, is in trouble again (says the Marlborough Express). One tier of piles gone, and another due to go with the next decent-sized fresh—it’s enough to make any self-respecting bridge droop and pine! Fortunately only heavy traffic is affected by the latest mishap, but the time is surely approaching when the work of reinforcing the piling will have to be tackled in grim earnest.

In headlight laws in the United States, there is an embarrassing lack of uniformity, according to a recent writer. Most of the States order that lamps must light the road for 200 ft ahead. Diffusing lenses or reflectors are required almost everywhere. California, Oregon and Texas go into details of candle-power. A common rule is that the top of the headlight beams shall not be more than 42in. above the ground. New Jersey prohibits the spotlight. Both lorries and passenger cars with tops must, carry mirrors in that State. In some of the State cars that are left standing must be locked. Many motorists experience difficulty in backing into a tight place in the garage, and also in parking areas; having the rear of the car in position opposite the opening, they are at a loss to know at which the front wheels are turned. To overcome this the wheels are set in a straight position, and a small notch made on the under side of the steering wheel rim at a position nearest to the driver’s seat. If, then, when backing, the notch happens to be one side or the other, it can be easily observed that the wheels are not straight. A slight allowance in the position of the notch must be taken into consideration, according to the amount of play in the steering wheel. The commercial motor vehicle expedition across Australia and Melbourne to Adelaide, thence to Port Darwin and back to Melbourne, via Queensland and New South Wales, terminated its successful 6200 miles jaunt without mishap. The expedition was conducted by Mr W. Dunkerley, a Melbourne business man, who desired to see for himself the possibilities of Central Australia for transport development. A two-ton lorry was used on the trip, and with full equipment of stores, etc., aboard, weighed over six tons. To successfully take such a weighty vehicle over the route negotiated demonstrates in no uncertain manner the important part the commercial motor waggon Is destined to play in the opening up and development of Central Australia. Repair work on the Hawke’s Bav County section of the Napier-Wairoa road is being carried out bv the County Council men (states the Herald). This work should bring the road into better shape.

Noisy motor-cyclists were under discussion by the Christchurch City Council, when it was decided to enforce the by-law relat-

ing to those who ride with open exhausts (says the Star). This will be welcome news to the citizens as a whole, but the council might go very much further and insist that “silencers” shall be something more than a name when fitted to motor-vehicles. At present the average cycle, even without an open exhaust., is a great disturber of the night, especially when it is started up on low gear. A Californian magistrate recently sentenced a lady driver, who was charged with exceeding a speed limit, to copy, by hand, the entire motor vehicle Act. Fifteen gallons of petrol for nothing is being given by a Leeds newspaper to the owners of cars the registration numbers of which it publishes after random selection in the streets. For a number of years the Paris police have refused to adopt an arbitrary speed limit, the contention of the authorities being that speed should be governed by circumstances, the police being given power to take action whenever, in their opinion, a car was being driven to the danger of the public. The Municipal Transport Committee, however, has just recommended that there shall be a limit of 24 miles an hour. Whether this will ever be put into practice is stated by the “Autocar” to be doubtful. Although there is no set limit the Paris police prosecute frequently for excessive speed. A further stage in the construction of the Rotokautuku bridge across the Waiapu River was reached last week when the third span was launched (states the Gisborne Times). A start has been made on the fabricating of the final span. It is expected that the bridge will be completed by the end of the year. In the event, of a tire bursting (says the “Motor”) the driver should let the car come to rest of its own accord without using the brakes. If the brakes are applied they are likely to cause the wheel on which the tire is deflated to press more heavily on the road than do the other wheels, with the result that the car will tend to pivot round the wheel with the punctured tire and possibly to capsize. Either a back or a fronttire bursting may cause a drag on the steering, and this should, of course, be steered against in order to keep the car straight on the road.

Motorists visiting the South Island may be interested to know that the Canterbury Automobile Association Year Book contains a description of 100 trips, all within a fiftymile radius of Christchurch.