MOTORDOM

Southland Times, Issue 20496, 26 May 1928, Page 16 (Supplement)

MOTORDOM

LIGHTING-UP TIME.

THE NEW FORD. ON EXHIBITION IN INVERCARGILL. The new Ford has now arrived and during the past week has been on exhibition in Messrs G. W. Woods and Co.’s garage in Dee street. Large crowds have been attracted daily by the car and there was no abatement in numbers as the week wore on. From everyone could be heard nothing but praise. Great things were expected of the new car, but an inspection revealed the fact that it was even better than had been supposed. The car is built on entirely continental lines and this gives it an outstanding feature in modern motor car industry. The car should be eminently suitable to the Dominion’s roads. Henry Ford has not spared expense in making the car perfect in every detail. A \cable published a few days ago estimated the cost of altering . and refitting the plant at £30,000,000. One of the outstanding features of the new car is the “Triplex” glass windscreen. This glass is non-shatterable, ‘ has clear vision and there are no wires in its structure. Briefly it consists of two outside layers of glass with a middle binding layer of plastic. This glass will not shatter. It will not leave jagged fragments and if a passeneger is thrown through it, it will not make sharp cutting edges. The engine has been totally redesigned. The motor is a heavy duty type having 3& bore by 4| inch stroke, R.A.C. rating of 24.3, although the motor actually develops 40 brake-horsepower at 2200 revolutions. The weight of the motor complete with clutch and transmission is 475 pounds and rests in a frame at a 3 1-3 degree angle that places the crank shaft practically in line with the drive shaft when the car is loaded. The motor, clutch and transmission are of unit construction and all working parts are completely enclosed. The body is constructed of steel; the door rear pillar posts are reinforced with wood to act as a stiffener and also to deaden the metallic sound when the door is closed. The steel bodies which are used on the Model T have proved their value. The top of the closed car has a soft construction, in that there are no slats covering the cross ribs for supporting the roof material. This construction is the same as a Lincoln, having a fine wire meshing covering the erdss ribs of which there are eight. Between the top material and the meshing there is a padding placed. A big change has been made in the cushion construction in all models. Between the padding of the upholstering and the upholstering coil springs a coil wire meshing is used which gives much better riding comfort and protects the padding of the upholstering from being cut by the coil springs. The bodies are upholstered in a very high grade material of an attractive design, which is in keeping with the Model “A” car in general. The body is insulated from the chassis by a heavy fabricoid material from end to end, furthermore fenders are insulated from the body and chassis in the same way. Insulation is used throughout the whole car for the purpose of eliminating all friction. IS YOUR CAR SAFE. In Maryland, U.S.A., from October 24 to November 12 last, 115,050 cars were tested for safety efficiency. More than 36 per cent, needed adjustments of some kind, and of the total only 13,210 were found to be in a safe condition. Brakes needed adjusting on 16,541 cars, or 14 per cent., and brakes needed re-lining on 5749 or 44 per cent. A marked improvement in lighting systems was reported as a result of the campaign. About half the cars in the State were tested, and in only one instance did officials meet with a refusal from an owner to have an inspection. WHY A STARTER WILL JAM. WHAT TO DO TO RELEASE IT. The jaming of a starter may cause a lot of troube, even to necessitating complete removal of the unit before the engine is free to move again. Fortunately, it does not often occur, and, taking into account the enormous number'of starters in everyday use, it may be considered that the Bendix drive is, on the whole, a reliable piece of mechanism. It’may be compared with the sliding change-speed gear which in practice works better than, in theory, it should do. A little consideration will show that there is a very heavy strain on the driving end of a starter when it engages. The maximum power comes into effect with great suddenness against the resistance of the engine the instant the starter switch i» depressed, and it further has to be kept in mind that the starter pinion has to slide or “clash” into mesh with the teeth cut on the flywheel periphery. To facilitate engagement the ends of the respective teeth are bevelled or backed-off. The starter pinion is made glass-hard, but the flywheel teeth are not hard, although tough, and consequently any injury to these teeth may cause a jam.

The tendancy of an engine to come to a state of rest always at the same position of cranks and pistons—a position of equilibrium—results in the starter pinion mostly engaging the same teeth; and, as the engagement is a forced one, damage to the teeth after long use is not unlikely. A bent starter shaft will cause a jam, and this trouble may arise if the starter is not perfectly tight and rigid in its mounting with relation to the flywheel. If the starter be very slightly loose the pinion will try to climb round the flywheel teeth and be thrown out of alightment, and the result is a bent starter shaft and a solid jam occurs, necessitating taking the starter off to get the engine free. A possible, although rare, occurance is a backfire when starting due to too much ignition advance. The sudden reversal of motion is practically certain to bend or twist the shaft, as the starter is exerting its full power in one direction against the full power of the engine reversal, and damage ensues, just as a broken or strained wrist may occur when hand starting. In cases of what might be termed a simple jam without complications, such as a bent shaft, the pinion can usually be freed without much trouble by tapping it endwise with a piece of hardwood and a hammer, but when the starter is of the enclosed type the best plan is to engage top gear and rock the car to and fro. If it be found that the flywheel teeth at one place show burring or other’ injury, they should be very carefully touched up with a smooth file and finished with emery cloth. Particularly should it be noted that there is no grit in the square thread along which the pinion moves, as any sticking of the pinion on the thread will prevent it -functioning. Occasional clearing with petrol ifi advisable.

SOUTHLAND MOTOR CYCLE CLUB. RELIABILITY TRIAL. ANNOUNCEMENT OF THE ROUTE. The route which will be followed in the local club’s reliability trial on June 4 commences at the Crescent, Invercargill. All competitors have to check in not later than 8.10 a.m., and the first rider is timed to . leave at 8.35 a.m. via Tay street, the others following at one-minute intervals. The main Dunedin road is followed for the first 15 miles, through Kennington and Woodlands, to Dacre.

Instead of turning to the right here, the route leads straight ahead, a sign post reading “To St. Rowans.” After leaving Dacre, the second tnrn to the left is taken a big pine plantation. The gravel road continues across the Titipua stream (bridged) and over undulating country, making in a northerly direction. At the end of the gravel a good grass surface continues for a short distance until the township of Glencoe can be seen in the valley straight ahead. The road that has been followed finishes in a cross-road, where a turn to the right is made. Exactly two miles further, where the road is again gravel, a turn to the left is taken in the direction of some houses. This road is followed through another short grass section until it eventually comes out at a school On the main 'Winton-Mataura highway. Bearing to the right, the sign post “To Mataura” is followed. Immediately after passing the Mataura railway station, the route turns to the right and crosses the railway and bridge over the Mataura river. The road to the left is then taken, and followed along the east side of the river into East Gore. This has an excellent surface, and can be recommended to anyone who wishes to make an alternative from the main road between Mataura and Gore. The traffic bridge is crossed, and competitors run straight into the Gore check, which is situated in the Main street outside W. Christie’s petrol bowsers. A halt of 25 minutes is made here.

From'Gore the main Waimea Plains road is taken; the Motor Association colour route is “brown and white.” This is followed to Mandeville, at which point the railway is crossed and a school is seen ahead. At the school corner, the road to the left is taken, later bearing to the right, and travelling on a good, slightly undulating road along the base of the hills. Further on there is an unmetalled portion and a number of small watersplashes. No difficulty was experienced with this road when the route was traversed after a fortnight’s heavy rain, and if fine weather ensues it is possible that the watercourses will be dry. This road is followed to the end of the electric power poles, and a sharp turn to the right is then taken, following the wires. This leads into Balfour where the railway is crossed and the hotel passed on the left. The check is just beyond the hotel in the Tourist Co.’s garage, where petrol and oil will be available. Dinner will be ready at Grant’s Hotel. The Balfour stop has been reduced to one hour and fifteen minutes for all competitors, so that the first rider is timed to leave at 1.42 p.m. The afternoon route commences by crossing the railway and following the morning route for a mile and a quarter; this is the onl ypoint in the whole trial where competitors ride twice on the same road. Instead of bearing to the left, however, the route leads straight ahead over an excellent road to the foot of the Glcnure Hill. This is the star attraction of the day, and spectators will be well rewarded for obtaining good positions on the side of the course. The hill is moderately steep, but solo machines should have no difficulty even in wet weather. If there has been a great deal of rain, how r ever, sidecars are advised to carry tyre chains or a light rope to wind on to the back wheel to obtain a good grip on the surface. Failing this, a muscular passenger might prove useful; but if the weather has been really fine, none of these precautions should be necessary. From the top of the hill there is a clay road for a short distance, and three gates are passed through. There follows a newlyformed surface, and then a good road to Caroline, where a sudden turn to the left should be watched as the road is narrow at this point. Just before the Dipton railway station competitors cross the line to the check outside McCurdy and Sons’ store. Afternoon tea will be obtainable at the Railway Hotel, and the first rider should check out of Dipton at 3.33 p.m. The final section from Dipton to Invercargill follows the main road (“green” colour route) the whole way. The speed, for all competitors is 25 m.p.h. over this stretch, and the first man is due at the Crescent 5.7 p.m. The other competitors should check in at one-minute intervals.

Each competitor will be supplied with a route and time card on which times, distances between checks, speeds, various mileages and details of the route will be shown. The total length of the course is 132.6 miles. Where it is off the main road, the route will be marked by a pink-coloured piece of cloth which will be attached to a fence/ pole, etc., in the direction to be taken, on the principle of the local colour route system. With the assistance of his route card and the colour-marking, it should be impossible for a competitor to mistake the road.

The whole route has of course been traversed, the greater portion on more Jhan one occasion. The organisers will also make a final inspection over the whole course just before the trial, so that even the most timid rider need not fear that it will be unduly difficult. Entries will close on Monday next (May 28), and competitors’ places will be drawn at 5 p.m. The names in their order of starting will be published in these columns next Saturday, but competitors wishing to know their places before then may obtain particulars from the secretary. At the meeting of competitors and officials next Saturday evening, numbers will be issued and any further information can be obtained (except as to secret checks). NEW MOTOR LAMP. Pasadena, March 27 After four years of experimentation, Mr George S. Keck, of this city, has achieved practical results with a new automobile lamp, which is automatically controlled by the act of steering and, in operations, always directs its light upon the roadway to be traversed, lighting’ the turns ahead of the car. In its development eight devices were worked out and protected in the United States and foreign countries by patent applications. Each separate patent was a step toward the finished lamp. Known in engineering circles as a dirigible headlight, a car equipped with the lamp has made a transcontinental trip. This was done to enable automobile engineers in various sections of the country to examine the invention.

In operation on an automobile, the lamp occupies a position above the centre of the front bumpers, being connected by metallic rods to the steering gear. The slightest movement of the driving wheel causes a corresponding movement in the lamp, throwing the ray of light in the direction being taken;.

WATCH YOUR LEFT. STRONG LEGS ESSENTIAL FOR TRAFFIC SAFETY. FATIGUE AND REMEDY. The point which makes a good driver good, and a bad driver bad, is debatable, but a good steady foot, will do much to help one become a good driver. A foot which is trained and physically fit is far more important than is usually supposed. With increasing cars and traffic crises, the foot may become as important as clear vision. The feet and legs carry out the commands of the brain, and must be capable of immediate action. A flat foot, one of the commonest of physical disabilities, does not respond properly to clutch and brake movements, and cannot be relied upon to respond with the precision necessary to avert accidents. A healthy condition of the feet and legs, high arches, good muscles, and steady nerves, are not only necessary for walking and correct posture, but they are equally necessary for safety in driving. With damaged feet, a man can never be a thoroughly safe driver. He may drive for years and then on one occasion, the foot will not respond quickly to the brain stimuli, and it will be the lost fraction of a second that will cause an accident. Ordinary pedal defects which are not acute come out in exhaustion after long drives. When some drivers are at the wheel for hours, their nerve impulses are slowed down and act with less certainty. After a long spin on country roads, they return to the city weary, and then the sudden quickening of the traffic disconcerts them. They must have very strong legs, and must have coordination with the foot. . When after long periods of driving, the feet become numb and the legs tired, the leg muscles have an influence on the small of the back. This stage of fatigue could be rectified by stopping and walking briskly 'until the normal circulation replaces sluggish flow. Women drivers, on account of their shoes, have trouble with the pedal movements. Very seldom will a woman, unless she is a trained driver, and wears a good fitting, broad shoe, place her foot firmly on the accelerator. She performs the action in a series of jerky movements. The forepart of the foot, the toes, should not to be used for pedal work. The ball of the foot gives the quick response which is so necessary in traffic, and results in the smooth, even running which is admired. ACCURATE TIMING. HOW RECORDS ARE CLOCKED. How elaborate are the precautions taken by the American Automobile Association in checking attempts on records is proved by the organisation during the recent recordbreaking run by three Studebakers at Atlantic City. The heart of the recording machinery was a Waltham chronometer—tfye property of the American Power Boat Association. This time-recorder was certified by the United States Bureau of Standards to be accurate within one-tenth of a second in 24 hours. At the finishing line in front of the judges’ stand a wire was stretched across the track half an inch above the boards. Depression of this wire caused it to trip an electric stamping machine in the judges’ stand. Every time one of the cars passed, the exact time was recorded, with hundredth of second accuracy. Each car made 16,667 laps during the 25,000 mile test. As the lap times were recorded on this long roll of tape, the car’s number was set beside the time stamp. Each car carried a coloured light, so that it could be distinguished during the night. In addition to the electric recording of lap times, the scorers entered each lap in a horizontal column, numbered successively from Ito 16,667. This latter system graphically showed the exact position of the cars at all times. All stops for fuel, oil, or relief drivers were also recorded on these sheets. Pit stops were accurately timed, but were not deducted from elapsed time. WORLD TOUR ENDED. MOTOR-CYCLISTS RETURN TO ENGLAND. London, March 27. Two motor-cyclists who have travelled more than sixty thousand miles through twenty-five countries, ended their eighteen months’ tour of the world at Southampton to-day when the yarrived in the Union Castle liner Walmer Castle. Mr B. H. Cathrick, of Piercebridge, near Darlington, and Mr J. P. Castley, of Norwich, set out on their travels in August, 1926, on two motor-cycles. They related to-day some of their many interesting experiences.. “In Australia, New Zealand and Tasmania,” said Mr Cathrick, “we were accorded sixty-five civic receptions, and in South Africa —the last of the Dominions to be visited—we received similar greeting at Cape Town, Johannesburg and Durban. “We encountered the worst roads in Portgual, and the best in India, the Malay States, and Java. “Our crossing of the Andes was interesting. Our course lay over the roughest mule tracks, and we had to squeeze our way past gjpeat boulders which had fallen down the hill-side. It would have been an impossibility with a motor-car. We managed, with the aid of two men, to move some of the boulders, or alternately to widen the track by cutting away with shovels some of the corners and impassable bends. “We crossed a river two feet in depth, and it was necessary, first of all, to wade in and clear a track for our machines. “While we were taking a picture of the River Danube from Belgrave, through the pillars of a bridge, we were mistaken for spies, and clapped into prison. Motorists, who had arranged to give us a reception, discovered our plight, and, after lengthy explanations we were released.” NEW HOBO SHUNT IN AMERICA. A new one has been put over by a motor hobo in America. He bought a second-hand axle for 25 cents, and with this on his shoulder, would start to trudge along the road. In making his way almost from one side of the continent to the other, the hobo declared that he had never walked more than 100 yds at a time. Invariably a passing motorist, thinking he had had a break-down, would offer him a ride to the next town. And few of the good Samaritans would go back on their offer when he had enlightened them about the axle.

AIR RESISTANCE. OBJECT OF STREAMLINING. I Writing of air resistance and streamlining in connection with the bids for record speed , on Daytona Beach, Mr Waldemar Kaemp-1' ffert remarks that neither the Bluebird • (Cambell’s machine I nor the Mystery S' (Segrave’s) travelled at maximum speed, so that, despite the records, no one can maintain that the lines on the one are finer than those of the other. Campbell’s exposed wheels must have retarded him. On the other hand, the fin at the tail of his machine made it easier to control the Bluebird iaterally in the face of the stiff wind that blew’ across the course. “As a high-speed machine rushes along it creates a suction behind it—what the engineer calls negative pressure.’ Anyone who has ever stood on the platform of an , observation car has seen stones sucked up from the tracks and dropped. A little cy- ' clone is created. Bicycle riders are aided; by the suction of motor-cycle pacers. Thissuction tends to push the rear end of an in-i correctly designed machine upward. Hence • there is a tendency at high speed for the • machine to capsize. J “Because the pressure of the air from j every angle must be considered, the de-< signers of Segrave’s and Canfpbell’s mach-: ines had to depart from the rules established ; by airplane builders. It is the practice ! to test the air resistance of every part of; an airplane in a wind-tunnel and thus to discover the shape which can be driven ! through the air with the least amount of ■. energy. Wind tunnel research proved that the traditional sharp prow of a ship is scientifically wrong. Fast swimming birds and fish are correctly designed. Nature must have a rounded, rather blunt form, and that the tail must be fine if speed is to be attained with little effort. "This is what he meant by ‘streamlining.’ No eddies must be stirred up, if possible, and no wake should be left behind. Foaming bow waves and wakes may gladden the eye of the marine painter, but they are the visible evidences of inefficiency to the engineer. The truth is that our locomotives and steamships pay too high a price for speed in the form of engine power and; therefore fuel. Probably the Mauretania and the Twentieth Century Limited could attain their present speeds with half the ' fuel that they now consume if they were • streamlined.’’ WHY TYRES WEAR. | All motorists are interested in the sub-; ject of tyre wear, and its causes; few however, realise the vital effect that speed, road surfaces, starting and stopping has on . the wear of tyres. The following instructive data has been issued by the Dunlop Co. and is the first of a series of articles touching on this important subject. The present era of improved roads, in- i creased automobile activity, and intensive automobile performance has brought on new operating conditions which cause a wide variation in the amount of wear that is possible from tyres of the same make or the same quality. In this study there are a great number of major factors, each of which covers a lot of smaller ones; some interlock with others, yet each has its distinctive effect on the performance. These factors are as follows: — (1) SPEED. —High-speed driving is a natural thing to-day. Cars are capable of higher speeds than before—roads permit it, and even the Balloon tyre itself, with its extra cushioning quality makes sustained high speed over rough rough roads possible. People have become accustomed to driving to such an extent that the average speed on the open road is at least 10 to 15 miles higher than is was five years ago. Compare this with the fact that tyres which wear 12,000 miles at 35 m.pih. will give only 6,000 miles at 45 m.p.h. under the same road conditions and temperature. An increase of 10 m.p.h. in speed doubles the rate of wear between 30 and 50 m.p.h. Below 30 miles per hour the increase is lower, but above 50 miles per hour the rate of wear increases very rapidly. There is probably no one factor that is causing such a w’ide range in tyre wear as speed, because there is such a wide range in the amount of speed engaged in. The car owner of to-day may use his car for many months without giving it much hard usage, then suddenly he will take a short vacation trip, during which he unconciously drives at a very hgh rate of speed on an average, and in a comparatively short mileage will wear way .-.ufficient tread rubber to cut his mileage in half. (21 ROAD SURFACES.—The kind of roads over which tyres are run has a large bearing on the rate of wear. The dirt roads which are fairly soft do not cause much wear, but improved roads with various gritty surfaces for traction purposes are sometimes quite hard on tyres. Some improved roads provide long wear, but others that look just about as good will wear a tyre five or six times as fast. The same types of roads show a difference in abrasiveness. For example, some tar-bound macadams are covered with sharp-edged gravel, which is held in place by the tar. With this wide variation in roads, it is hard to classify which type of pavement is better than another. As a rule, paved roads are less abrasive than gravel roads. Gravel roads made from crushed rock are more abrasive than those from washed river gravel, because one type presents sharp edges and corners, and the other round. Highly crowned roads have a tendency to “roll’’ tyres to one side The car shows a tendency to run toward the curb or ditch—more constant steering is required. Naturally, the rate of wear is increased—more so if the "crowned” road is rough. There is more abrasiveness, more pull on the tyres and more wear. (3 STARTING AND STOPPING.—In re-1 cent tests a car was driven at 35 m.p.h., I stopped every quarter of a mile without sliding the wheels, and then accelerated to 35 m.p.h. again, wore one-half the tread design away in 108 miles. The same car, driven at the same rate of speed, but stopped every mile, wore one-half the tread away in 3,100 miles. This indicates conclusively the serious effect of starting and stopping. Added to this is the possibility of the present-day automobile to jump from a standing start to 30 miles per hour in a few seconds, and of four wheel brakes bringing the car to a dead stop in half the distance that it formerly took. Even two wheel brakes are more powerful than ever before, and in this case to stop the car in a short distance like four wheel brakes it is often necessary to slide the wheels. Four wheel brakes do not cause sliding as frequently, and distribute the wear more evenly; because of quick stops, the tread rubber is worn away rapidly in either case. INFLATION AND LOADS. J Proper inflation and loading are so easily neglected that they are still very common tyre abuses, in spite of the fact that much educational work has been done on this subject. Under inflation allows the tyre to squash out and gives wider wearing surface to the tyre, thereby creating more road friction. This will cause fast wear. In addition to this, under-inflation may break the internal carcase by the excessive strain on the strands and cords. It is also liable to cause a rolling action of the tyre. Two sets of tyres, one run at a recommended inflation and one 61bs. under-inflated, show a difference in mileage of 25 per cent. Overloading is much the same as under-inflation. It results in the air pressure being higher than necessary to carry the given load. It forces the tyre out, increases the con-I tact area and the pressure on the road, thus causing more friction and faster wear. Wheel Chatter, or a bouncing action of the wheels over a rough stretch of road, comes from over-inflation. This causes the tyres to leave the ground, spin, then take hold again, thus grinding off the tread-rubber. On over-inflated tyres, the car has a tendency to weave on the road;* that ie, the series of small bounces caused by the tyre being too hard to absorb the small inequalities of the road, thus the car dribbles from one direction to another, causing excessive abrasion, and naturally fast wear. Actual tests have proven that a tyre over-inflated lOlbs. will give only half the mileage it would have given had it beeij properly inflated.

TEMPERATURE. One of the seasonable factors causing variation in tyre wear is temperature. In cool, wet weather, tyres show very little wear, but in hot, dry weather the rate of wear is many times greater. With a temperature of 60 degrees, the difference in speed from 20 to 40 m.p.h. increases the tyre wear by 133 per cent, over the same car travelling at 20 m.p.h. and 40 m.p.h. increases by 226 per cent. This all has reference to atmospheric temperature, but the actual temperature of the road travelled is oi major importance; as the temperature increases, the abrasive action also increases. BRAKE ADJUSTMENTS. This is a very important factor, as it has been found upon analysis of a given number of automobiles that 90 per cent, have the brakes very poorly adjusted and the balance is not perfect. The ordinary means of adjusting brakes by jacking up the car and running the wheels, and then stopping them, is not accurate, as the eye alone is the guage and may not catch the exactness of the stopping. Again, driving the car over a garage floor, and locking the wheels to see which one slides first, is not a good test, as the wheels may be locked instantaneously by quick depression of the foot pedal; while on the road under slighter depression, one wheel may take hold more than another. Four wheel brakes must be adjusted perfectly, so that no one tyre will stand more than its normal share of braking. Two wheel brakes must also be proj> erly adjusted, or one tyre will take more strain and wear out faster than the other. In order to adjust brakes properly, it is necessary to use a scientific brake-adjusting machine, and this service is coming into vogue, in all principal cities, so there should be no excuse for anyone driving with poorly adjusted brakes. Improper brakeadjustment will throw more wear on one wheel or another, as the case may be. MOTOR CYCLE DESIGN. PROGRESS SINCE 1920. THE GEAR-BOX AND SILENCER. There has been remarkable progress in the design of the British motor-cycle during the past st zen years, says the limes British Motor Number. In November, 1920, a 500c.c. motor-cycle created what was then a world’s “record” by covering 71.6 miles in the hour; on June 27, 1927, a motorcycle of the same capacity covered 100.5 miles in the hour. In 1920 the Senior I.T. was won at an average speed of 51.4 m.p.h.; rhe 1927 event was won at an average of 68.4 m.p.h. Even more marked is the contrast in the Junior events, where the figures are 41.2 and 67.2 m.p.h. respectively. The remarkable speeds attained in the He of Man point to improvements in road-holding qualities, acceleration, braking, and general comfort. as wed as in matters of power output. Moreover in the matter of price year by year has shown a steady decrease in first cost. At tke same time specificatione have been greatly improved; three-speed gears, larger tires, and luxury fittings, such as flexible top saddles, knee grips, steering dampers, etc., being incorporated in the accoutrements of popular priced machines. The value for money offered to-day car. only be described as wonderful. In 1914 the popular 500c.c. single-cylinder belt-driven models sold at £4B, with three-speed gear at £69. To-day, although the cost of practically every commodity has been doubled, trebled, and even quadrupled, one can buy a gooci 500 c.c. machine with three speed, chain drive, mechanical lubrication, and many other improvements, at approximately £45. HIGHER ENGINE SPEEDS. Apart from the development of the camshaft engine, the external appearance of the popular modern power unit differs little from that of the models of several years ago. Roller bearing to big end and crankshafts, the adoption of aluminium alloy for pistons, improved head and port design, giving turbulence and higher volumetric efficiency, all play their part in the improved performance. Perhaps the aluminium piston plays as important a part in this improvement as any other item, for it enables higher compression ratios to be used, since the better heat conductivity of the alloy permits better heat dissipation. The lighter reciprocating parts also enable higher engine speeds to be attained. The desire for higher speeds has called for great efforts on behalf of the metallurgists in the production of special steels capable of withstanding the enormous strain to which they are subjected. Particular men tion should be made of valve steels: not only has the liability to corrosion by the hot gases been overcome, but, whereas a few years ago valve breakages were a common occurrence, to-day the designer, confident of the reliability of the material concerned. places his valves in such a position that breakage would mean the wreakage of the whole engine. The introduction of nickel, aluminium, and tungsten alloys has been largely responsible for this confidence. The adoption of the overhead valve has turned the efforts of the designer towards the somewhat difficult proposition of valve operation in exposed motor-cycle engines. The most advanced design in this respect is of course, seen in the overhead camshaft engine, whose chief claim to respect is its high degree of efficiency, which comes from the reduction of weight in the operating gear between cam and valve, thus enabling higher engine speeds to be attained. At least one right-angle drive is necessary, and usually two are employed, thus gears are used, and the efforts of designers to avoid this necessity may be seen in the chain-drive camshaft, of which several designs have been successfully evolved. Push-rod operating gear is now generally enclosed to ensure better lubrication, cleanliness, and silence; and similar protection is often extended to the valve rockers also. FRAME DESIGN. The question of lubrication has received considerable attention, and, although in many cases the actual system in the engine is the same, the hand pump, with its casual operation, is no longer employed. Mechanical pumps, whether incorporated inside the crankcase or not, provide a regular feed proportional to engine speed. In several instances dry sump lubrication has been successfully employed, together with a system of oil delivery under pressure to the various bearings. The high speed highcompression engine demands the use of a gear-box, and three or more speeds are now’ universal. Carefully developed tooth formation, short, stiff shafts, and ball bearings all mark progress towards the ideal gear-box that is at once silent and mechan ically efficient. Improvements in frame design have been considerable, but three distinct schools of thought may be noted —namely, those who prefer the diamond frame, the duplex cradle frame, or the pressed steel frame. At the present time convention plays an important part in the question; but the pressed steel frame, with its scope for providing better weather protection to the rider and power unit, will probably make considerable progress in the future. Designers have by no means ignored the claims of silencing devices, and nowadays the difficulties of silencing the exhaust of an efficient engine without back pressure have been largely overcome. In this direction the adoption of the two-port head must be considered the most important step forward, for this development permits of quicker cooling and more rapid expansion of the exhaust gsses. The general appearance of machines is also undoubtedly enchanced by the symmetrical design that a silencer renders possible. As a direct result of the increased speeds that these improvements make possible there has necessarily been a demand for improved braking systems. Only a few years ago 4 sq. in. of friction material applied in the crudest manner to the belt rim was considered sufficient. To-day the discriminating motor-cyclist demands internal expanding brakes to front and rear wheels in which is employed some 40 sq. in. of braking surface. • EXPERIMENTAL CRAZE. There are a great many things which are offered to the motorist which are in the nature of experiments so far as he is concerned. All kinds of subsidiary appliances

and substances are constantly being put on the market which may or may not be an advantage in connection with the use of the modern motor car. The craze for experiment lies deep in the make up of * a surprisingly large number of people and it is exploited by all kinds of shrewd and sharp business men with a view to turning a'more or less honest penny. A great many of the things which are put before motorists are good things, although not necessarily good for, or even suitable for, many individual cases. The motorist of an experimental turn of mind may buy a multitude of appliances and gadgets for his car. He may find things offered him which are useful and helpful to him individually on account of his own particular idiosyncracies or the necessities of his business or sport or other proclivities. The motor can be used for so many purposes that it becomes the centre of a great deal of ingenious inventive activity on the part of those whose interest it is to be always introducing new things. At the present time inventions in connection with automobiles outnumber by many times those applied to any other single piece of mechanical engineering. There are things which are introduced by the old-established firms with big interests in the industry, w’ho may be relied upon to refrain from introducing anything of the catch-penny type. The owner driver should always take it as an axim that the manufacturer of his car, who has spent much time, money and rerearch in perfecting its design and manufacture, will have carefully canvassed any and everything which may have given an indication of being in the least likely to prove an improvement. There are quacks in every trade, and the motor trade Is no less immune from them than others. The trouble with all these things is that the motorist may be induced to start experimenting with his car. Nothing can so surely lead to his undoing—unless he is gifted with a wide knowledge and has an engineering trade. "Leave well alone” is a good motto for the user of any car, so long as he is getting good performance. Engines must not be primed, and no attempt must be made to start them until the starter gives the signal. The rider is then allowed 60 seconds to start his engine and move off; penalty marks will result if any extra time is taken.

Everyone must check in at the Crescent at or before 8.10 a.m., and the penalty is 5 marke for each minute late. Machines will be examined and all faults noted. These will be compared with the results of the fina examination at the end of the trial, when it will be seen what breakages and other faults have developed during the run. The latter are the only ones to be penalized. Competitor No 1 is timed to start at 8.35 a.m., No 2 at 8.36, No 3 at 8.37, and so on; all leave and arrive at oneminute intervals throughout the trial. Each competitor’s card will show the distance to the next check, the speed to be averaged, and the time at which he is due. He will be allowed to be one-minute early or late, and after that will be penalised 5 marks per minute. Speedometers, clocks, and any other gadgets may be used to assist accurate timekeeping. The organizers can give a hint that a speedometer may not be such an advantage in practice as would appear at first sight, and in some cases it may prove a positive disadvantage on account of its error, for it is well known that nearly all speedometers will show different readings on a long run. Various mileages will be worked on the route card so that competitors without speedometers will not be at a disadvantage. The distance given to competitors have been scaled from survey maps, and may therefore be taken as accurate. The organisers reserve the right to institute secret checks, the object of these being to catch those competitors who travel fast over part of a section and then slow down for the last few miles, or vica versa, instead of riding at a steady pace over the whole section. At secret checks, riders will be allowed, two minutes either way, and after that the penalty is 5 marks per minute up to a maximum of 60 marks. It will thus be seen that competitors have a space of 4 minutes free from penalty in which to pass secret checks, and this allows a fair latitude for variations in speed. Stops between checks may be made only for the following purposes: —(1) opening and shutting a gate, (2) allowing a train to pass at a level crossing or bridge, (3) a traffic block, (4) lighting an acetylene lamp, or (5) fitting or removing tyre chains. In the case of gates, one minute has been added to competitors’ riding times for each gate to be opened and shut. Anyone failing to shut and fasten a gate after going through is liable to be disqualified. Except in the case of gates, -riders must make up any time which they lose in stops. The above mentioned stops are the only ones which may be made without penalty. All others will result in a loss of 5 marks per minute (with a minimum of 20), while engine stops are penalized 10 marks per minute (with a minimum of 40 marks). A competitor who waits outside a check in order to come in at his correct time, will be disqualified. The possible number of marks for each rider is 1000, made up of reliability (time, non-stop, etc) 930, and condition of machine 70. From the 70 marks given for condition, the following may be deducted:— Broken frame up to 20 points Defects to engine and gears up to 25 points Defects to wheels up to 10 points All other parts of machine up to 15 points Total 70 The total length of the route is 132.6 miles divided into easy stages of 454, 304, 17 A, and 39 miles. Any observed hills and watersplaehes will be advised later. Full details of the route will be announced in these columns next Saturday, and a final reminder is given to intending competitors that entries close on Monday week. This is the first Rliability Trial in Southland and it is going to provide the greatest sport for everyone. It ie safe to say that any motor cyclist who fails to take part will regret it for many months to come. MOTOR LICENSES. WHAT IS “ANNUALLY”? QUESTION OF INTERPRETATION. Whether the Motor Vehicles Act, 1924, and its amendments, are capable of more than one interpretation, formed the subject of a lengthy legal argument in the Wellington Magistrate’s Court recently, when S. Baker was charged with using an unlicensed car, reports the Dominion. Messrs T. A. Coltman and J. A. McGrath, J.P.’s, were on the bench. Mr J. Meltzer appeared for defendant. It was contended by Mr Meltzer that the point raised by Mr J. Luxford, S.M., at Hamilton, was analogous to that in this case with the difference that the Hamilton case referred to drivers’ licenses, and the present case to licenses to use motor vehicles. Section 3 of the Motor Vehicles Act, 1924, provided that no person should knowingly use a motor vehicle unless a license to use such vehicle had been issued and remained in force. Section 10 provided that it was the duty of every person owning a motor vehicle to procure a license annually, and sub-section 3 of that section, before it was repealed, provided that every such license should terminate on the next succeeding thirty-first day of March. Section 7 of the Motor Vehicles Amendment Act, 1927, continued Mr Meltzer, laid it down that any license issued after March 31, 1928, should remain in force until May 31, 1929. In order to bring the 1924 Act into line, the 1927 repealed sub-section 3 of section 10 of the 1924 Act. Section 10 of the main Act now read: “It shall be the duty of every person being the owner of a motor vehicle to procure annually from a deputy-registrar a license to use such motor vehicle.” Mr Meltzer said that he did not contend that licenses were therefore permanently valid, but he did submit that since it was previously provided by sub-section 3 of section 10 of the 1924 Act that those licenses should expire on March 31, and since that had now been repealed there was no obligation on the part of motorists

to take out licenses for their cars unless under express conditions laid down m subsection I—in1 —in other words, annually. He contended that there were two possible interpretations of the Act as it stood. Suppose, he said, that a man took out a license on May 14, 1927, then under the Act (before that particular section was repealed) the license would have expired on March 31, 1928. That section, however, had been repealed, and counsel submitted that either that license held good Until May 14, 1928 (a period of one year), and there was no obligation to take oue another license until May 14, 1929, or, assuming that the license lasted only up to March 31, 1928, there was no obligation on the motorist to take out another license until March 31, 1929. In other words, after March 31. 1928, the motorist would have twelve months to comply with the law. Mr Meltzer added that the Act specified no date on which license, should be taken out. In the opinion of Senior-Sergeant Scott the 1927-28 licenses expired on March 31, 1928, and that the law under which they were issued applied only to that date. This, he said, was upheld by section 21 of the Acts Interpretation Act, 1924. Mr Meltzer said that he could not see where the section in question affected his argument, and stated that the dictionary definition of the word “annually” meant “one in every year.” ' He agreed that the validity of the issue of the licenses had not been affected. To Mr McGrath he stated that, there was not any regulation under either Act which provided that motorists should take out licenses on a certain Sate. He also stated that he knew of no section in either Act authorizing the City Council to fix the date. In conclusion, Mr Meltzer said that the question involved was one of very great importance, as the interpretation of the Act affected motorists all over the Dominion. The Bench decided to convict the defendant and to impose a fine of 10/-. Security for appeal was fixed at £lO. Asked by Mr Meltzer for reasons for the decision, Mr McGrath said that the Bench preferred not to give any.

a.m. p.m. To-day .. < ,. .. 7.44 4.43 Sunday .. 4.43 Monday .. .. .. 7.46 4.42 Tuesday .. .. .. 7.47 4.41 Wednesday .. .. 7.48 4.40 Thursday . . .. 7.49 4.40 Friday .. , .. .. 7.51 4.39