MOTORDOM

Southland Times, Issue 20219, 2 July 1927, Page 16 (Supplement)

MOTORDOM

DOES YOUR CAR RUN HOT?

Many people are like the cars they drive every time their engine begins to heat up they “run a temperature” themselves. Now, if you drive a water-cooled car in which the pump is functioning properly, the water level high enough, the water passages and radiator are clean, and you are driving with the spark well advanced —if, in short, the car is in proper mechanical condition and is correctly lubricated, there is no reason for hysterics just because you can see red in the motometer.

I wonder why so many people pride themselves on the fact that their motometer isn’t doing them any good, and why so few realise that their most efficient operation from motor spirit oil and power economy is only attained when the motometer shows red right up to the circle! Cool operation of your engine greatly promotes dilution—aids the passage of unb’urned motor spirit down past the piston rings into the crankcase which cuts away the oil film, forcing the piston to travel over an unlubricated surface on its return stroke. This action scrapes off some of the cylinder wall, enlarging the passage for the next lot of unburned motor spirit—becomes less and less able to maintain the film. A vicious circle of events is thus initiated, which ends up in the necessity for premature regrinding of cylinders and replacement of pistons. Cool operation promotes condensation of the “steam” or water vapour resulting from combustion in the combustion chamber. This is carried down into the crankcase in the same way the unburned motor spirit is. There, together with fine particles of worn metal, carbon, road dust, etc., it is beaten up by the action of the connecting rods into a thick, slimy, heavy “sludge,” and this sludge often wraps itself around the oil screen, clogging it effectively and incidentally cutting off the oil supply. Many a burned out bearing has resulted from this cause.

Cool operation means inefficient combustion—failure to burn the heavier ends of the motor spirit—throwing away an appreciable amount of power-producing fuel. This means less power while running along —less pick-up ability.

Cool operation promotes carbon formation, spark plug fouling, and valve-gum-ming, because the oil reaching the combustion chamber is not cleanly burned. This means frequent carbon removals, premature valve-grinding and spark plug replacements, as well as hard starting and erratic performance while the'condition continues.

Be sure your engine is in good mechanical and electrical condition, and that the radiator is full—then keep it hot! You do not work well if you are chilly. Jacket water temperature should run around 180190 degrees, summer and winter. Your car will perform better and last longer if you keep fuel and water Out of the crankcase. Avoid excessive use of the choke but above all keep the engine hot.—Contributed by the Automotive Department, Vacuum Oil Company Pty., Ltd. DESCENDING A HILL GEAR CHANGING. In descending a steep hill do not rely entirely upon the brakes. A new motorist need not imagine that by. engaging a low gear to descend a hill he is branding himself as a novice, for the experienced driver does this regularly, the only difference being that, as he is skilled in gear changing, he will probably delay changing down until he is actually on the gradient. This the novice should not attempt, for it is very easy in such circumstances to miss gear, and he will then find himself forced to rely solely on his brakes. The change should be made at the summit of the hill, before the descent is commenced, and if he distrusts his ability to change down he should not hesitate to stop before engaging first speed. It is also easy for the unskilful driver to miss his gear when changing down while ascending a hill, and on a single-figure gradient a car can come to rest and commence to run backwards with astonishing rapidity. Should the experienced driver inadvertently fumble his gear change he instinctively applies the brake to hold the car stationary, engages first gear, and re-starts with the utmost ease, but the novice may lose his presence of mind, let the car run back a few feet, before applying the brakes with a jerk, and in his effort to get away again stop his engine. It is of prime importance to apply the brakes immediately the change of gear has been missed. Then first gear should be engaged, the engine speeded up well, and the clutch let in gently, while the car is held on the hand brake until the clutch is felt to be taking up the drive. The modern car should make light of starting on a severe gradient, provided these simple rules are observed. QUANTITY PRODUCTION. LITTLE DIFFERENCE IN QUALITY. Now that British makers of inexpensive cars have taken wisely to quantity production, vehicles vary little in quality when they leave the factory. Engines may differ slightly in the matter of power output, but the actual road performance of, say, 100 motor cars from the same works should vary only slightly. But after six months’ service what a difference in these 100 motor cars. The life of modern low-powered family cars differ to an extraordinary extent. Some are finished after 40,000 miles service, others are still going strong after 70,000 miles. Neglect is often the cause of rapid decay, especially neglect of lubrication. But the most frequent cause of deterioration in the small car is over-driving. It is the constant driving at or near maximum speed that shortens the life of a small engine. With a high-powered car it is impossible, except on rare occasions, to drive on full throttle; consequently the engine is rarely stressed. If small car owners were content to drive well within the maximum speed of their engines, 40 when, the maximum is 50, and 35 when the maximum is 45, they would find that their cars would have very nearly as long a life as the more expensive vehicle.

ACCIDENT STATISTICS. THE AMERICAN FIGURES. Whenever the subject, “Safety,” is in debate, statistics are quoted giving the number of killed and injured in the United States at large or in certain States or cities. These totals frequently astound the reader or hearer and are often so stupendous that the average mind does not grasp them clearly. Here is a clear statement— According to statistics compiled for the year 1926 by the Safety First Bureau of the National Automobile Club, for every thousand cars there was one death, for every one hundred cars there were three personal injuries, and for every one hundred ’cars there were seven accidents.

WORLD CENSUS A BIG INCREASE. The annual world motor census of 1927 compiled in U.S.A, covering 137 countries and major territorial divisions of the world just to hand, reveals that the world use of automobiles increased by more than three million vehicles last year and, as 1927 opened 27,527,238 passenger cars, motor trucks and motor buses, in addition to some 1,500,000 motor cycles were in operation throughout Africa, America, Asia, Europe and Oceania. Regarding the Australian section of this census, it is interesting to note —from the figures given—that the percentage of increase in registrations of motor vehicles in Australia during the past five years is 304 per cent., which is a much larger increase than that of the United States during the same period, and only exceeded by three of the smaller countries where the motor car did not figure to any extent five years ago; namely: Holland, Czecho-Slovakia and Brazil. The total number of cars in these three countries is now 199,130 as against 42,623 in 1922. The following comparative figures, taken from the census, indicate the expansion in motor operation in the principal countries of the world since 1922. In 1922 Australia had 89,191 motor vehicles, and on January 1, 1927, the registrations had increased to 361,602 —a gain of 304 per cent. United States 10,505,660 vehicles in 1922 and 22,059,910 in 1927 —gain of 110 per cent. Great Britain 497,582 vehicles in 1922 and 984,368 in 1927—gain 97 per cent. Canada 463,448 vthicles in 1922 and 820,222 in 1927—gain 77 per cent. France 236,146 vehicles in 1922 and 901,000 in 1927—gain 281 per ceqt. Germany 91,384 vehicles in 1922 and 318,800 in 1927—gain 249 per cent. New Zealand 37,500 vehicles in 1922 and 123,334 in 1927—gain 228 per cent. Australia holds its place as the fifth motoring nation of the world; exceeded only by the United States, Great Britain, France and Canada. The estimated total motor vehicles in this country on December 31, 1926, numbered 361,602. These comprise 302,416 cars and 59,186 trucks. Official registrations on June 30, 1926, and estimated for December 31, 1926, covering passenger cars only, are New South Wales 104,406 —Victoria 77,163 —Queensland 50,162 —South Australia 4., 164—West Australia 18,431 —Tasmania 7,955 —Northern Territory 137. Total 302,416. The present ratio is one car to each 20 inhabitants. Worked out on a basis of adult population (who after all are the automobile owners) the ratio is one to 11.6. Including trucks there is one motor vehicle for each 16.93 inhabitants or each 9.78 adults.

The automobile has been amazing in its every manifestation, but no more amazing aspect can be found than its onward march throughout'all the different countries of the world. Within the compass of these years it may be said that the world industry has been built—a stupendous achievement in face of the dislocation of business, prosperity and development following the World War. Those who doubt the immediate future of the industry, who see visions of “saturation” and who wonder how more and more automobiles can be utilised, have only tq look back over these five years, to realise the strength and capabilities of this remarkable industry. BRITISH CARS. THE MOTOR DELEGATION. ATTITUDE OF THE TRADE. Dealing with the presence of the British Motor Delegation in the Dominion, the Radiator remarks:— “Apart altogether from the question of British versus American cars, New Zealanders have had the world’s markets to choose from, and it should be recognised that the types of motor vehicles now in use in different parts of the country are the types most suitoble for the work required. “An investigation on these lines should give information much more reliable and valuable than the theoretical idea of what the ideal car should be. The difference between conditions in England and New Zealand will be more easily recognised by a comparison of the average horse-powers used in the two countries.

“In England 55 per cent, of the passenger cars are of 12 h.p. or under; in New Zealand only 5 per cent, are in this class.

“In New Zealand 75 per cent, of the cars are between 21 and 30 h.p., whilst England only has 14 per cent, in this class. “The complete classification of horsepower is as follows:

“A study of these figures should be valuable evidence of what power is required or preferred in New Zealand, and should convince the members of the delegation that until roading conditions generally have made a much greater advance, considerably more horse-power is required in New Zealand than in England. “The experience of many New Zealand motor traders in handling English cars has been so bitter that they are now indifferent and apathetic, and it will be difficult to get them to take sufficient interest in the matter to submit, their views to the delegation. WHERE THE BLAME RESTS. “We believe that the English manufacturer is to blame for the small percentage of English cars in use in New Zealand. There are reasons why this is so, but motor traders would do well to remember that at one time English ears were outstanding in this country, and it is not impossible that the lost position should be regained. “This cannot be done by a stroke of the pen or a report by a delegation, but a clear understanding between the interested parties will go a long way to accomplishing the objective sought. “Motorists, motor traders, and others have nothing to lose by doing everything possible to enable this delegation to know the motor requirements of New Zealand, and we would strongly urge all motor traders with a knowledge of the subject to do their part in making the visit of the delegation successful.

“The reason America dominates the New Zealand market is really simple when looked into, and may be summed up shortly in these words: The English motor vehicles in New Zealand have been bought from the English manufacturers, whilst American motor vehicles have been sold to New Zealand by the manufacturers. “The visit of the delegation is some evidence that English manufacturers at least realise that if overseas business is to be done it must be sought and not waited for, and if as a result of the visit of the present delegation the manufacturers of English motor vehicles make a serious attempt to satisfy the requirements of this market, we have no doubt England’s share of the New Zealand business will increase by leaps and bounds.”

CLEANLINESS. If you have ever been in the engine room of a large factory or an ocean liner, you will have seen certain men who did nothing but go around over the machinery, rag in hand, wiping off specks of oil, dirt, etc., from the cylinders, valves and other stationary parts, even the railings and levers that are dirtied every time they are touched. Now it would be impracticable to keep a man inside the bonnet of a motor car wiping away bits of dirt as fast as they accumulated, but the principle is a good one. The practice of keeping the outside of machinery spotlessly clean reflects, to some degree, the care taken of the inside where the actual moving parts are. An engineer who is particular about the appearance of his machine generally has a smooth efficient one to display. In the case of the motor car, many of us are very particular about the finish of the body, but less so about the appearance of what is inside the bonnet. Sometimes one can barely make out the dim outline of the motor under a thick overcoat of oil dust. In like manner, the steering gear, axles, underpans, transmission, propeller shaft and universal joint housings may become covered with oily dirt.

A paint brush and a generous supply of kerosene will work wonders with such a condition. The results will be beneficial in that one can see details which before escaped notice. If an oily deposit were not present no dust to speak of would gather around an engine or other car parts. On a clean engine one can see where the oil which eventually spreads over the entire motor starts from, because that is where dust starts to collect. This leak, whatever it may be, can often be remedied by replacing a gasket or tightening a bolt or nut here and there.

Another thing to be kept clean is the garage floor. This may become very slippery when covered with greasy dirt; and, besides, oil has a deleterious effect upon the tires.

When doing repair work, especially if dropping the lower crankcase is involved, it is good practice to have a fairly large receptacle, such as a two quart kitchen pan, half full of kerosene at hand. As the nuts, bolts and small parts are removed, they may be dropped into this and the kerosene will dissolve the accumulated dirt while the adjustments are being made. The crankcase pan should also be thoroughly scrubbed and rinsed with the engine kerosene, both inside and out—each time it is removed. It will be much easier to reassemble the engine if all the parts are clean, and, besides, dirt will have no chance to get into the working parts.

These remarks apply forcibly to car owners or garage owners who keep an oil drum or pump. A clean place should be provided for this and other equipment such as cans, grease guns, etc. Great care should be taken not to put a dirty can on the oil reservoir drain-back, because the dirt will be carried down into the tank and settle in the bottom and contaminate the oil. The oil cans and measures should be perfectly clean, inside and out, and hung up when not in use.

It does not require considerable effort to keep dirt, dust, grit and chips away from oil. However, the effort is well worth while when we consider the great damage oil may do. LUBRICATING OIL. WHAT DOES THE COLOUR SIGNIFY? The choice of a lubricating oil to suit the design and operating conditions of any particular engine, involves a considerable knowledge, not only of the design and operating conditions of that engine, but also of the characteristics and behaviour in service of a suitable range of lubricants. All oils are made to specifications, which include specific gravity, flash and fire tests, viscosity, colour, etc. The main purpose of these specifications is to aid the manufacturer in attaining and maintaining uniformity of his product, but they do not show the lubricating value of the oil in any way. It is only within comparatively recent years that a proper realisation of the absorbed film has been appreciated, and it is not difficult to explain why two oils of equal viscosity figures, should lubricate differently. The real value of lubricating oil lies in the presence in that oil of certain hydrocarbons which have the inestimable property of oiliness or ability to form an absorbed film. This is a semi-chemical action, or sort of amalgam of certain hydro-carbons with the metal surface which ensures a tenacious and protective him ot hign mechanical resistance.

Colour means little in oil quality, but it is of real value to the oil manufacturer during the production. Fuller’s Earth, which is used for filtering dark oils into light oils, has a good absorbing action. The colouring matters of the oils is of high molecular weight, consequently, in lightening the colour of the oils by filtering through Fuller’s earth, high molecular weight hydro-carbons, with most desirable lubricating qualities, are removed. By such filtration light coloured oils are obtained, the colour of course, depending on the degree of filtration.

The light coloured and light bodied lubricants will usually give less deposits than the dark heavy bodied oils. However, in order to provide efficient lubrication for certain types of engines, it is necessary that the dark heavy bodied oils be employed.

All lubricating oils turn black with use in an engine, due to the operating conditions; the oil is actually burnt. No lubricating oil is made that will not blacken in colour after being used in an internal combustion engine, except where it is not being properly distributed, consequently the colour of an oil after use in an engine is again no indication of its quality, but rather signifies a dirty or badly carbonised engine. If the oil does not blacken in colour after use, there is a possibility that it is not being properly distributed to all the working parts inside the engine. It is contaminating impurities such as silicate, and metallic dust, unvaporised fuel, etc., that do the greatest amount of harm in an engine, and that is why motor operators are advised to drain their engines and crankcases at least every 1000 miles in summer and every 500 miles in winter.

Erected at a cost of £500,000, the largest garage in the world was recently completed in Boston, Mass. (U.S.A-.). It is eight stories high, and covers an entire city block, with frontages on five streets. Space is provided for 2,000 cars. In the basement are located service departments for tyre and battery work and a greasing department. On the second floor is a modem car laundry. On the third floor a commodious chauffeurs’ club has been built, equipped with billiard tables, smoking room, barber shop, and other conveniences for drivers who make their headquarters there.

THE REPAIR BILL.

WANT OF ACCESSIBILITY. A MECHANIC’S CRITICISM. “From the repairer’s point of view improvements in chassis construction during the years since the Armistice have been so few as to be almost negligible,” states an article in The Motor from a “country garage mechanic.” He maintains that the matter affects the owner who does not attend to his own repairs, as well as the owner who does, the cost of repairs in a garage depending largely upon the accessibility of parts. He complains of the proximity of the petrol tank to the engine on some cars, creating difficulty in removing the head of the engine. In other cases it is necessary to remove the radiator—this for so simple and so essential and customary an operation as decarbonisation. “There are also radiators that have lighting wires threaded through small holes that necessitate taking off adaptors and resoldermg subsequently. The carburettor still seems to be tucked away so that the float-cham-ber union can be got off, but requires a juggler to get it on again. With small engines it is generally easier to unship the complete manifold pipe with the carburettor than to take the carburettor adrift in place. Here, again, there is trouble unless one is an agent for the particular car and holds special washers, as it seems that no sooner has an attempt been made to standardise copper-asbestos flange washers than makers of engines start using washers of every conceivable shape, made specially to their own requirements.” The writer proceeds to deal with magnetos. They are frequently difficult to deal with. “Designers must have made up their minds that no one will ever want to look at them.” He asks in passing why cannot fan and dynamo belts be given some side space so that a link can be readily removed. He also animadverts on the multiplicity of nut sixes. “Then observe the location of the oil pressure release valves. Hand-books teU you how to adjust them, but can you do it ? Most of them are in such a position that a piece of carbon under the ball takes over an hour to remove. In one car I know that it means taking out the engine. When the lubrication system fails, the release valve is one of the first places that one wants to reach, and it is generally the last that one can get at. In one American car I found it only after the radiator, starting handle, cross-member, and timing case had been removed. Does anyone see many engines in which the oil circulation strainer can be got at without the aid of a pit?” Garages, of course, do without pits in New Zealand nowadays. It is usual either to hoist the car up or clamber beneath. As a rule a youth is given this latter uncomfortable and time-wasting task. “Nearly all engines are fitted with oil level indicators, but where and how? Those fitted with glass gauges look well enough before the engine has been run, but subsequently become black in the face and remain unseen for the remainder of their careers. The dip-rod type is usually placed behind the steering column or against the fly-wheel, so that the owner gets as messy as possible when finding out the oil situation. The tap-type still predominates, but the owner has almost to stand on his head in order to see the oil run, even if the turncock is accessible.”

The electrical equipment the writer considers generally good. He explains a serious weakness, however, in some cars where the dynamo is driven from a shaft through the water-pump. The water-pump spindle is packed on both sides, and the spindle wears, as all pump spindles do, and wears unevenly. The result is that there is a very bad bearing through which the dynamo (or magneto in some cases) has to be driven. As one end of this driving shaft is definitely anchored, the whip caused by the pump is magnified at the other end, so that the dynamo (or magneto) suffers considerably. A minor annoyance is lack of provision of spare wire at the back of the switchboard to enable the board to be withdrawn for inspection. The back terminals, he supposes, are wired first, and then the whole assembly put in, “leaving the poor mechanic to struggle with any loose connection that may eventually arise. . . . Generally there is not enough wire to make another coupling without a joint, and no space in which to make the joint.” “Everyone is crying for service, and rapid service at that; the public, on account of service advertisements, are demanding it, too. How is the rapid service to be accomplished when essential parts are still in such inaccessible locations? Here is a typical example. In an attempt to remove a refractory petrol tap from a tank the nipple was strained and the solder, in consequence, gave way. To get the tank out, the instrument board had to be removed along with all its gadgets, and off came the switchboard wires too. After the steering column was dropped down the tank was got out and the simple soldering job done. All being neatly put back again, the customer was asked 15/-. Of course, he wanted to know why the cost was so great, and he was informed of the unseen performance. His next car will not be of the same make. I had some difficulty in explaining away such a lay-out, as the car was sold through my firm, and I eventually showed this to the makers’ representative. He said it was the first time that he had heard of one of their tanks giving way in such manner. He used the same excuse as I did, so we are both liars! “Despite these criticisms, tße quality of engineering finish is much better, and, really, there is a marked all-round improvement in the way that chassis are made. Bodywork I leave to those who understand a good job from a pretty one.” BIZARRE HOARDINGS. Although the highways of Southland are not disfigured to any great extent oy unsightly hoardings, there is always the danger that . firms may take the opportunity of erecting advertisements on the roadside. The efforts of the Southland Motor Association to prevent this practice are deserving of the support of every motorist. The following article dealing with the question is from the New Zealand Herald:— Protests against bizarre rural advertis ing are being recorded in all parts of the Dominion and the automobile associations have been supported by local bodies. Motorists are fortunate that action is so concerted. Great Britain is only just waking up to the need for preventing the commercial spirit from exploiting rural beauties. The task will be complicated and prolonged and it will take all the persuasion of the 1,000,000 motorists for whom the unwanted advertisements are intended, to curb the custom.

In New Zealand, motor firms are not tardy to use the highways for the publication of their wares. One or two of the oil companies have acted very generously, and have authorised the Auckland Automobile Association to remove certain offending signs. As far as motor advertisements are concerned a very powerful influence for their elimination is within the province of the Motor Trade Association. This body is hardly likely to issue a suggestion to its hundreds of members if other advertising is permitted to survive. Borough councils derive an appreciable revenue from the issue of licenses for street advertising, and it is gratifying that some of these bodies are not taking the pecuniary view. There is a surfeit of advertising "on some of the county councils roads and hoardings are by no means the most eye-offending objects. Rocks and fences daubed and streaked with illegible characters can be counted by the score in any 50-milo drive. The worst of it is that some landscape artist occasionally makes a trip with a paintbrush to renew the affliction. Equally as objectionable, are the indiscriminate danger signs and direction posts which masquerade as guides to motorists. The primary purpose of most of them is to put the name of some commodity on every tongue, and they are to be observed with reservations. Too many danger signs earn contempt for the well merited warnings

SPEED LIMITS.

EUROPEAN AND AMERICAN LAWS.

on its Statute Book an almost totally disregarded speed limit of 20 m.p.h. as the maximum permissible for motor vehicles. Special limits of 10 m.p.h. and 5 m.p.h. may also be imposed in limited areas. It is now proposed either to abolish or increase the British speed limit, and the Motor, in dealing with the position recently, gave particulars of the speed limits ruling in other countries. In reprinting the figures we have inserted in parentheses the total number of motor-cars (not including buses or trucks) in each country mentioned as given in 1927 handbooks. The Motor writes—

The Government of Northern Ireland has passed legislation abolishing the speed limit altogether for private motor-cars. There should thus be an opportunity of seeing how such a contentious project works in actual practice under similar conditions to those prevailing in Great Britain. In Austria (11,200) speed must not exceed 8$ m.p.h. in towns or 28 m.p.h. on the open road. When conditions entailing careful driving prevail, the speed limit is 4 m.p.h. A speed of 8$ m.p.h. is enjoined also in Belgian (50,000) towns of more than 50,000 inhabitants, at road intersections, on bridges, or where intervening objects obstruct the driver’s view 160 yards ahead. On the open road the limit is 25 m.p.h., but drivers must pull up when approaching animals showing signs of fear. Several other countries enforce this regulation. In Bulgaria (1000) the open road limit is 31 m.p.h., but in cities and when care is necessary the speed permitted varies from 8| m.p.h. to 3 m.p.h. incidentally, drivers are not allowed to smoke or speak while the car is in motion.

The laws of Czechoslovakia (12,300) lay down a speed of 28 m.p.h. on the open road, and from 8$ nyi.h. to a dead stop elsewhere. In certain circumstances even the engine must be switched off. The speed limit for pleasure cars on the open roads of Denmark (45,500) is 25 m.p.h., but this speed is only allowed on “straight roads” in Esthonia. Where curves occur the limit is 6 m.p.h. The laws of Finland (8100) allow a maximum speed of 19 m.p.h. through towns, 22 m.p.h. on ordinary roads, and 28 m.p.h. when the best running conditions obtain. No car is allowed to run faster than 12$ m.p.h. at night. NO SPEED LIMIT ON COUNTRY ROADS IN FRANCE. The maximum speed limit in towns in France (450,000) is 12$ m.p.h., but in open country no specific limit is laid down. The legal speed limit in Germany (215,000) and Holland (40,500) is 19 m.p.h., while the Greek authorities have not yet thought it worth while to impose a speed limit. On Hungarian (5815) open roads no speed limit appears to obtain, but running must be so regulated as not to endanger life and property. In towns and villages the maximum speed is 16 m.p.h., but the speed of horse-drawn traffic must be fallen to in certain circumstances. In Lithuania (454) speed limits are laid down by local authorities, and are too complicated to be outlined here. Although greater speeds in general are permitted in the United States than have been legal hitherto in this country, “reasonable and proper precautions,” having regard to width and use of highways, the negotiating of level crossings, intersections, curves, bridges, dams, viaducts, etc., the passing of schools, churches, other cars, trams, pedestrians, animals, etc., are enforced. Colorado will not allow a speed of more than 12 m.p.h. where the driver’s vision is obscured for 200 feet, nor more than 15 m.p.h. on gradients of 1 in 10 or more. Connecticut will not register a car unless it is capable of maintaining a speed of 12 m.p.h. In several States all vehicles must come to a stop at level crossings before crossing the lines. In Oregon the maximum speed of cars is governed by the width of the tires. •

The British law fixes a speed limit of 20 m.p.h. and with special limits of 10 m.p.h. and 5 m.p.h. It is now sought either to abolish the limit for private cars or to fix a higher one. Cars may not be driven on open roads in Norway (17,000) at a speed exceeding 22 m.p.h. In some cities the limit is 15 m.p.h., but in most centres of population 8 m.p.h. is the limit. The speed permissible in the cities of Poland (12,000) is 12$ m.p.h., certain conditions entailing a drop to 6 m.p.h. or even 4 m.p.h. In Poland, as in Portugal (12,000), Spain (65,0p0), and Rumania (9500) no limit appears to be laid down for the open road. In Rumania speeds varying from 7$ m.p.h. to 4 m.p.h. are the limit in towns or where care is necessapr, the limit under similar conditions in Spain being 6 m.p.h. and less. Speed limits in Switzerland (29,000) vary according to the canton and whether it be night or day, a week day or a Sunday, or even a saint’s day or a holiday. The fastest speed allowed is 25 m.p.h. Speed within municipal areas in Palestine (1500) must not exceed 15 m.p.h., double this speed being allowed in country districts. The limit is Egypt (14,000) is 19 m.p.h. No speed is laid down for motorcars in Morocco (6000), but cars must at all times be under perfect control. In Algeria (18,000) the speed limit in towns and congested country districts is 5 m.p±.

AMERICAN HIGH LIMITS. In most of the States of America (17,512,000) the open-road speed permitted’ is 35 m.p.h. Florida (237,000) and Nevada (18,000) allow a speed of 45 m.p.h. and Kansas (409,000) and Kentucky (235,000) five miles less. The only States allowing less than 30 m.p.h. are Massachusetts (554,000), 20 m.pJi.; district of Columbia (90,000) 22 m.p.h.; and Missouri (543,000), New Hampshire (73,000), and South Dakota (154,000), 25 m.p.h. Speeds allowed in the suburban areas in the various States range between 10 m.p.h. and 25 m.p.h., but only one enforces the lower figure, while only three States demand a fall to 12 m.p.h. The legal speed limits in cities vary between 10 m.p.h. and 22 m.p.h., by far the most common being 15 m.pJi. MOTOR SPARKS. Cracks have developed in the new concrete surface on the Great North Road from Auckland. The cracks are in the section through Avondale Borough. The Auckland city engineer’s department, which built the road, say that all roads, even concrete, require mending from time to time.

The unit of horse-power had its beginning in the eighteenth century, when James Watt, inventor of the steam engine, found it necessary to evolve some calculation by which the power of engines could be compared. After careful experiments he concluded that an average draught horse in the course of a day’s work developed an aggregate power which would raise 33,0001b’ through a distance of Ift in one minute. This standard still stands, but the French unit is" slightly below the one recognised in Britain and America. It requires the lifting of 32,549 foot pounds per minute.

The share list referring to British motor companies, discloses that a proportion are earning large profits, while in some cases there have been no dividends for several years, and £1 shares are offering as low as 2/9. At the end of last March, Dennis Motors were up to £6 10/-. This firm has a capital of £50,825, and it has been earning the largest dividends in the industry. In the same month, Singer shares were at £3 8/6. This company is capitalised at £333,380. Standard, capital £300,000, were at £1 6/6, and Triumph £240,000, were at £1 7/6, Rolls-Royce, £787,176, were at £1 10/3, and Humber, £292,884, at £1 18/3.

A new railway station at Newton Abbot, Devon, constructed at a cost of about £250,000, was formally opened by Lord Mildmay of Flete, who was accompanied by Viscopnt Churchill, chairman of the Great Western Railway directors, Sir Felix Pole, general manager, and Lord Clifford of Chudleigh*

CLASSIC LINES OF CARS.

INFLUENCE OF COLOUR. That beauty is an important factor in the philosophy of the American people is seen in the trend to classic lines in the modern automobile, says a writer in the New York Herald. It is especially noticeable in the remarkable artistic skill which has been brought to r bear on the industry from the standpoint of colour. As one observes the unique charm of the 1927 models he finds that the discriminating use of colour combinations has culminated in automobile decoration.

So important has the factor of variety and harmony in colour schemes become that leading manufacturers are calling upon the resources of skilled artists in effecting the proper ensemble. One important concern, it i? reported, made use of the services o f x European agent during 1926 in its >trch for attractive and unique h° zionies.

Inspiration for effects in colour, we are told, have been drawn from historic periods which have reflected their culture in various types of decoration. Thus the individual so inclined may carry out a scheme expressive of the Georgian era in the type, body decoration and appointments of his car.

DECORATION TOUCHES ALL PHASES. The modern car boasts of a luxury and variety in its appointments which may easily be subjected to a range of treatment wide enough to cover the demands of all those devotees of fashion who hunger for some mark of distinction in their possessions. Upholstery of rich patterns, braids woven in designs symbolic of historic periods, vanity cases of intricate workmanship, radiator decorations of distinction, are a few of the details which have had the serious consideration of artists and designers during 1926. It must not be assumed, however, that the advance in refinement and taste has been confined to cars available only to the wealthy. Woman, always an enemy of standardisation in the small details of life, is without doubt largely responsible for this alliance of art with industry. Primarily a utilitarian product, the automobile has been forced by the desire of women for variation and, in many cases, for lavishness to bedeck itself to reflect their tastes. It is worthy of note that the increase in the number of cars used more or less exclusively by women has been coincident with the advance in their decoration. NEW COLOUR TONES POSSIBLE.

Technical skill, expressed in the production of pyroxylin paints, has made possible this wide departure from the one-tone finishes which have largely prevailed until the last few years. With this new medium it is now possible to paint cars according to the dictates of personal taste, without incurring additional expense. Furthermore, the time required for painting a car under this new method has been reduced from a period of one to three weeks to about one and one-half days. A conceivable development, under these circumstances, is that the owners of cars may redecorate them in keeping with the seasons of the year, in the manner that houses are decorated for winter and summer residence. Because of its rapid drying qualities pyroxylin paint is to be credited with another beneficial effect in the automobile industry—a tremendous reduction in storage space devoted to cars undergoing the finishing process, and consequently a material lowering of overhead costs. ROADABILITY. I have encountered a curious word—“roadability,” writes Major F. A. C. Forbes Leith, F.R.G.S. It occurred on glancing through a certain periodical in connexion with a matter that had nothing to do with motoring. It rather fascinated me, and I felt that it could be permanently applied to motoring. I have very often expressed my opinion freely with regard to the qualifications of many motorists, who are privileged to use our highway merely by making an application to the license department for permission to drive a car. I was talking to the engine-driver of a famous express the other day, and he told me that he was twenty-five years in the service of his company before they considered him able to drive his first express. Of course, a deal of this time wouxi be taken up in learning to read signals, a factor that does not enter into the education of the motorist. ENGINE-DRIVER AND MOTORIST. Nevertheless, if we come to consider this matter closely, there is very little difference between the responsibility of an enginedriver and he who is in charge of an automobile. The former may make a mistake which will cost one or more lives, but, if he does so, it will not be through any lack of technical knowledge. The latter may also make a mistake and take the lives of one or more of his fellowmen, and yet he is allowed to do without any training or technical knowledge that should be demand-* ed of anyone who is in charge of a powerful piece of mechanism. I heard two motorists laughing the other day at a notice in the Press to the effect that, in Germany, in future, a certain amount of technical knowledge will be demanded of everybody who drives an automobile. Practically, I see nothing ridiculous in this new departure, and although I have no reason to be particularly fond Of the Germans, I am compelled to acknowledge this move on their part as a good example of their very practical nature. In plain words, they have decided to set a certain standard of “roadability” for all motorists. CRIMINAL FOLLY. To me it seems something closely akin to criminal folly to allow anybody to purchase a car, to have lessons in driving over a period of as little as twenty-four hours, and then to be allowed to wander about our highways with a powerful vehicle that may be easily turned into an instrument of destruction, if it is in hands that are not properly instructed. It is more than regrettable to see that, in spite of all precautions, motoring accidents with either fatal or very serious consequences are increasing out of all proportion to the ever-growing number of vehicles that are being licensed. Everything but the correct remedy for this danger appears to have been discussed. Among the causes blamed are the narrowness of streets, too many crossroads, smooth surfaces which make skidding easier, and a hundred others. If we “get down” to the real cause of ninety-five per cent, of the trouble, however, it amounts to the lack of “roadability” on the part of the majority of motorists.

It would be foolish of me to suggest that everybody who handles a motor car should be equally capable of handling a lathe or a drilling machine, or a shaping machine, or building an automobile, or even dissembling and reassembling one. But I do think it is a necessity that everyone who is allowed to hold a driver’s license should be compelled to qualify in the following respects—

1. To be proved an able driver by a severe test.

2. To be conversant with the fundamental principles of an interior combustion engine. 3. To be proved capable of executing any repair on the road which is necessary to put a car into a condition of safety; such as brake adjustment, wheel correction, steering, correction, and a general knowledge of what is or is not a dangerous condition. It would require some little organisation on the part of the authorities to put this scheme into operation; nevertheless, the lives that are lost to-day through inefficiency on the road should be placed at a far greater value than the money that would be necessary for this organisation.

During occupancy of Spain by the Arabs every rich home had at least one fountain filled with quicksilver, which rose in a stream and fell in drops on glass. The sound of the falling drops was likened to fairy bells*

England. N.Z. per cent. per cent. 12 h.p. and under 55 5 13 to 20 h.p. 29 17 21 to 30 h.p 14 75 31 to 40 h.p 1 2 Over 40 h.p. 1 1