MOTORDOM

Southland Times, Issue 20633, 3 November 1928, Page 16 (Supplement)

MOTORDOM

ORETI BEACH. MOTOR RACING TRACK. For many years the long, smooth stretch of Oreti Beach lay practically unknown on the outskirts of Invercargill. With a good road and the sudden increase of motor transportation, the beach leapt into prominence and is now established as the playground of Invercargill. It is a question whether people yet realize how fortunate is the situation which brings the sea shore within an easy half-hours drive of their homes. There is one aspect of Oreti Beach, however, which has certainly not yet received due prominence, and that is its importance as a perfect track for motor and motor cycle racing. Experts acknowledge it to be the best racing beach in New Zealand, and it may be said that at the present time its condition is perfect: mile after mile of smooth sand stretches away without a riffle, and the scars and runnels of a few weeks ago have entirely disappeared. Some eighteen months ago, the first motor race meeting, run by the Southland Motor Sports Association, was held, but the large crowd present was probably eclipsed by the huge number who turned out in March last when the Southland Motor Association was responsible for the meeting. Since then, that Association has decided not to sponsor further meetings on Oreti Beach and it is therefore uncertain at the present tune how long it will be before beach racing for motor cars is again seen in Southland. There is no.intention, however, of allowing motor cycle racing to lapse, and as this is usually recognized as providing more thrills for the public than car racing, spectators should be amply catered for. The Borough Council, in whom the entire control of the beach is now vested, has granted permission to the Southland Motor Cycle Chib to hold a race meeting on November 24, spectators to be charged 1/- for admision, and everything augurs well for the success of the club’s enterprise. From present information it appears" that a good number of crack riders will be coming down from the north, and as several local riders have already distinguished themselves on other tracks, there should be some fast and exciting racing on Ureti Beach in three weeks’ lime. OLD TYRES WHERE DO THEY GO? Where do the old tyres go? An innovation in modern footwear is found in Greece, Macedonia, and Thrace, where discarded tyre casings are converted into shoes, supplanting the leather teharik. A shoe made from an old tyre is®bod for 10 to 12 months of wear as compared with less than three months for tehariks made of hide. Economy and protection from winter damp, ness have given the new footwear universal popularity among the Macedonian peasants and villagers. The demand is so great that the local supply is insufficient and the imports of used casings amount to 50,000 a year. Each casing yields three pairs of shoes, selling for about 2s 6d a pair. The imports come from France, and a generous proportion of the old tyres thus brought in finds use on motor-vehicles before reaching the shoe factory. In Mexico, also, there is wide spread use of old tyres for footwear. The custom of the Mexican peon is to cut a piece of rubber to fit the sole of his foot, and bind it to the foot by means of leather throngs. CHOKED GREASE POINTS. REMEDIES SIMPLE. Most owner-drivers have experienced a certain amount of difficulty in persuading grease from a push-on grease-gun to pass into the bearing which requires lubrication owing to the grease nipple being choked. In these cases, despite all effort and the application of considerable force, the grease apparently refuses to pass the nipple, giving the impression that one is trying to pump grease against solid and unyielding resistance. The nipple is usually extremely simple in construction, consisting of a hexagon domeheaded screw with a passage drilled down its centre. This drilled passage is not of uniform diameter but possesses two definite increase in size, the tiny hole visible in the centre of the domed head, communicating with a larger passage a short distance with, in the nipple, this in turn communicating with a still larger passage at the screwed end of the nipple. Within the latter passage is a small steel ball of a somewhat smaller diameter than the bore of the passage, which functions as a non-return valve, thus preventing grease, which has been forced into the bearing from oozing out of the nipple when the grease gum is removed. The ball is prevented from falling out of the large passage by three projections produced by forcing the conical inner end of the nipple inwards at three points. The aperture around the ball through which the grease has to pass is very small, and it will be appreciated that any particles of dirt which may find their way into the nipple will be arrested at this point. There conies a time when sufficient foreign matter has accumulated completely to choke this minute passage and prevent the further passage of grease. Removal of the nipple will reveal the steel ball firmly held against the retaining projections, and if it is forced into the nipple with the help of a piece of stiff wire, or a small nail, the obstructing matter will be dislodged and the nipple will again function correctly when replaced. A more satisfactory cure will be effected if the nipple is thoroughly washed in petrol before be ing replaced, thus ensuring complete reinoval of any obstructive matter. OPEN v. CLOSED CARS. There is a little-considered aspect of the open v. closed car controversy, which seems to be eternal—viz. the question of visibility from the driver’s seat when manoeuvring Ease of manoeuvring, even if it be only apparent, depends on being able to see freely sideways and to the rear. The saloon of to-day, with the generous rear window and clear glasses at each side, is very little more difficult to manoeuvre from this point of view that the open car with the hood down. But the point is that it is a great deal easier to manoeuvre than an open car with the hood and side curtains erected. The latter are usually obscured with mud or dust if they are not regularly cleaned, but worse than that, the rear window in most touring cars is one in name only, its area being usually very small, as in this climate the average owner of a touring car has the hood up most of the year, it is not unfair to compare the tourer in that guise with the saloon, and there is no doubt that, when compared thus, the latter scores every time on ease of manoeuvring. It is a point worth considering when choosing between the two types for everyday use the whole year roaua.

BREAKING DISTANCES SOME EFFICIENCY TESTS. UNNECESSARY RISKS. • Wild claims are often made for the distances in which a car can be stopped. Theoretically distances vary with the square of the speed, so that a car which cau be stopped in 30ft at 20 m.p.h., the braking distance at 40 m.p.h. will be 120 ft, and at 60 m.p.h., 270 ft. At any given speed the brakes cannot do more than just bring the four wheels to a point at which locking is imminent, so that the stopping distance is limited by the adhesion between tyres and road. From experiments carried out in England, the following stopping distances were obtained with a really good set of four-wheel brakes on a dry road: Miles per Hour 20 30 40 50 60 70 80 Stopping Distance in Feet 17 374 66 105 150 213 266 It must be remembered that the above results were obtained under the most favourable of circumstances, circumstances very seldom obtainable with the average car and under ordinary every-day conditions. To “stop a car in its own length,” so often < spoken of by motorists, is impossible unless the speed does not exceed 20 m.p.h., and even then demands exceptional brakes and road surfaces. The British National Safety First Association has prepared statistics showing the distances in which a motor vehicle under proper control and with its brakes in good order, should be able to come to a complete stop, while driving at fixed speeds. These distances are as follow:Speed Aver. dis. Aver. dis. m.p.h. Ord. brakes, 4-wheel brakes. , 10 9ft. 6ft. 15 20ft. 14ft. 20 35ft. 25ft. These figures show approximate distances and are tor level ground, under average road conditions. On a falling gradient, or on slippery or greasy roads naturally a greater distance will be required to stop. The distance also increases very rapidly in proportion to the speed. Thus from a study of thes figures at the moderate speeds quoted, it will be seen that it varies with the square of the speed, so that at twenty miles an hour the same car will require four times the distance to come to a standstill that it would at ten miles, while at forty miles an hour the distance is increased by sixteen times. It has frequently been asserted that a vast majority of accidents at road junctions and intersections was directly traceable to excessive speed, and these facts regarding the distances required to stop the car from known speeds will perhaps render it possible for car drivers inclined to take unnecessary risks and depend upon the powers of their brakes to get them out of difficulties; to realize why they meet with disaster. EXPANSION. Additional facilities and expansion of the Texas Company’s activities’ now under way consist of the construction of refineries at Cody, Wyoming, Amarillo, San Antonio and El Paso, Texas. The capacity of these plants will be governed by the quantity of refined product that can be supplied at freight rates, and costs under the present sources of supply. For the present capacities will be approximately 3,000,000 barrels a day each for the first three plants and 1,500 barrels a day for the El Paso plant. Their present refinery at Lockport, Illinois, will be increased in capacity by 7,000 barrels. An 8-inch pipe line will be constructed from Tulsa to Lockport and branch lines laid j from their present systems connecting the refineries at Amarillo and San Antonio. “ TOO NERVY.” There are many motor-drivers and aspiring motor-drivers in Canterbury who will appreciate the paragraph from an Australian paper:—No family driver should teach other members of his domestic establishment to drive. Once he does so their peace of mind and his own are gone. There is no agony like sitting beside another driver in fast and difficult traffic. It does not matter how much one trusts the person at the wheel, one is all the time subconsciously anticipating what L? ought to do and wondering whether he will do it. Sometimes this anticipation may even attempt to realize itself in action, as happened the other day near Melbourne. A woman sitting beside her driver-daughter fancied she was going to do the wrong thing, seized the wheel and precipitated the accident she aimed at avoiding. She was killed. The daughter was uninjured. PENALTY OF FAME. Captain Malcolm Campbell, for a short time holder of the world's record with a speed of 206 1 m.p.h., had an amusing experience while practising for the Ulster Tourist Trophy road race in Amgust. He was running over the 134 mile circuit to familiarize himself with the peculiarities of the route. After passing through a village at barely 10 m.p.h., the famous driver saw open road ahead. The accelerator went down and the car flashed into its stride. Suddenly a gigantic Irish constable loomed up. He had apparently been aware that Campbell was out for a run and with outstretched arms irsisted on halting the machine. With visions of disqualification for speeding out of authorized hours, Campbell gave his name and address. The constable took the particulars without the flicker of an eyelid and Campbell drove disconsolately back to his hotel. He was cheered up greatly when he heard later than an enormous policeman had boasted in a local taproom that he had spoken to the British. champion after a patient wait for the honour. STRAINING THE OIL. On many engines a gauze filter is fitted in the oil filler orifice, and its purpose is obviously to entrap any impurities that may have by accident reached the oil to be poured into the crank case for replenishment. Every care is taken by oil refiners to see that their products do not contain any foreign matter, and some motorists remove the gauze when pouring in fresh oil. This, however, is not wise, as it is very easy for dust and particles of fluff to collect round the spout of an oil tin, and if one forgets to wipe this away a certain amount of such matter will be taken by the oil into the crankcase. There is then a danger that an oil lead may become partially or wholly stopped up by foreign matter collecting in it, resulting possibly in a bearing overheating and the white metal melting. It cannot be too strongly emphasized that absolute cleanliness is essential when dealing with the lubrication system.

MOTOR RACING. CONCERNING THE LUBRICANT USED. WHAT DOES IT PROVE. The ability of a lubricant to provide adequate lubrication for the average ownerdriver car is proved by the success of racing cars in the engines of which it is used, is a somewhat common belief. But is it true? Let •»$ analyse: In the first place, the racing v«r engine and that of the standard car, though bearing the same name, may be of widely different designs, so far as the lubrication system is concerned. For instance, the engine of the racing car, quite possibly, may be fitted with a large sized, coarse mesh oil screen in order that the lubricant may flow through it rapidly, while in the case of the average car engine, high speed oil flow is seldom necessary, with a result that fine mesh moderate sized oil screen is frequently found in cars of this type. It will be seen, therefore, that even under similar operating conditions, the circulation of an oil of such body and character that it would readily pass through the oil screen in a racing car engine, may quite possibly be hindered to a serious extent by the comparatively moderate sized fine mesh oil screen of the average car. Now the racing engine is invariably fitted with a device which ensures that a high operating temperature will rapidly be attained and maintained so long as the engine is in operation, but the engine of the ordinary car to which such a device is fitted is an exception. Moreover, the racing car engine is carefully warmed up before the car is driven, and. once it starts, operates under conditions which closely correspond with full load service, while the average car is frequently driven while the engine is still cold, and driven for much the greater part, under very light load conditions. Obviously this means that the racing car engine operates under high engine temperature conditions. Therefore, since all olis thin out under heat the lubricant used in the engine of the average car will retain its body to a much greataverage car will retain its to a much greater extent than the lubricant used in a racing engine, under the operating conditions met with by each type of car. Add.to this the facts that the lubricant has frequently remained in an idle engine of an ordinary car in very cold weather causing it to thicken, and the lubricant in the racing car engine has been renewed just previous to time the engine is operated, and it becomes even more obvious that the oil providing adequate lubrication for a racing car engine in its field of service may not prove suitable for a touring car engine by reason of the fact that the lubrication system of the latter may not be able properly to distribute it. Then of course, there is the question of the types of oil pumps. The design of the racing car engine lubrication system provides for a large quantity of lubricant rapidly to be distributed, which makes sturdy, high-capacity, positively operated pump necessary, and the operation of the lighter type of pump fitted to the engine of the average car may be seriously hindered, or it may altogether be prevented from performig its function, when a lubricant which the former type of pump would satisfactorily distribute is used, ffnd this would be a serious state of affairs. Now in the case of a racing car engine, everything possible is done to ensure perfect combustion and as before stated, high load conditions are nearly always present, with the result that the ignition and burning of the fuel is thorough. Therefore, combustion chamber temperatures are high, which means that oil reaching the combustion chambers is almost completely burnt and expelled with the exhaust gases. But in the engine of the. ordinary car, the expenditure necessary to ensure highly efficient combustion is but seldom warranted, and the load is frequently very light. Comparing these circumstances it will be obvious that an oil of the same grade and character as that which will be completely burnt in the combustion chamber of a racing car engine, may not be so burnt in the combustion chamber of the engine of the average car, and, this being the case, may be deposited on the piston head and combustion chamber walls, and there be “stewed,” forming trouble-causing carbon deposit. Then there are the matters of service and maintenance. The racing car engine is maintained in perfect tune by expert mechanics and driven by persons who are necessarily the best of drivers, fresh oil is usually used in the engine for each race, whether it be for ten or a hundred miles, and the supply is frequently replenished from an auxiliary tank en route, all of which results in the lubricant being maintained in good condition. But the average car receives but little attention, is frequently driven by persons who have but a vague conception of what is happening inside the engine and, frequently, the lubricant is allowed to remain in the crankcase for long periods, with the result that it becomes diluted with unvaporized fuel and contaminated with water, road dust, metal particles and carbon. It will be seen therefore, that where ordinary owner driven car service is concerned, the lubricant must be of high quality to provide adequate lubrication in its contaminated and diluted condition, a circumstance which is not met with to any great extent in racing car service. The two types of service differ in many other respects, all of which, like the foregoing are evidence of the fact that a lubricant which is used in racing car service may prove entirely unsatisfactory when used in the average ownerdriven car, and thaX a lubricant has been used in a successful racing car is by no means conclusive proof it is of such high quality that it will, at all times, provide adequate engine lubrication in ordinary service. Long distance reliability trials in which standard cars are used, such as the recent round Australia tours, are however, an entirely different matter, for the service where the lubricant is concerned, although much more severe, is of precisely similar type to that of the ordinary owner-driven car, and they certainly prove or disprove —according to whether success or failure is met with in the lubrication of the car—claims that are made concerning the quality of the lubricant used.—Automotive Department, Vacuum Oil Company Pty., Ltd. SPLINTERLESS GLASS. The use of unsplinterable glass may yet become compulsory in omnibus bodywork. The high cost of this material is a barrier to universal adoption at present, but several cars are being produced with unsplinterable windshields. When splinterless glass can be produced at much lower prices licensing authorities all over the world will no doubt insist on its use. In omnibus accidents more people are injured by flying glass than crushing. Several British car manufacturers are offering their saloon and coupe models with > splinterless glass all round at an extra charge. Several British bus organizations have experimented with splinterless glasses and costs will fall substantially as soon as the demand results in large production.

ONE-WAY TRAFFIC. FAILURE IN LONDON. The one-way traffic system in London in the region of the Mansion House, which has been tried for nearly three months, has proved a failure, and it will be discontinued shortly. From the start it was unpopular with pedestrians and shopkeepers, and now the police and Streets Committees of the Corporation have expressed official condemnation of the experiment. The two committees will report to the Corporation, and it is almost certain that their views will be adopted. Since the scheme was inaugurated there has been strong opposition from all classes of the public who use the area converned— Queen Street, Poultry, Mansion House Street, and Queen Victoria Street to Queen Street, and the smaller turning from Queen Street into Cannon Street. The Lord Mayor, who watched the experiment from his study at the Mansion House, has expressed the opinion that it was “only by God’s mercy” that loss of life or serious accident did not occur in the early days of the new regulation. MUTUAL INSURANCE. MOTOR UNION’S SCHEME. The South Island Motor Union Mutual Insurance Association’s second annual report is an follows: The premium income, less returns and re-insurances, amounted to, £10,236 ss. 7d, as against £7703 6s for the first fourteen months, while claims (less re-insurance recoveries) amounting to £2616 0s 4d wer-e paid during the period under review. The total funds in hand at June 30 were £B9BO 14s 3d, which, after placing £4094 10s 3d to reserve for unexpired risks, leaves a credit balance to carry forward of £3886 4s, and, taking into account the association’s small loss ratio for the past two year’s, the reserve is probably more than adequate, but the directors deem it advisable to be well on the safe side in making proper provision for unexpired risks. Our loss ratio in proportion to the premium income over the last twelve months was 25.56 per cent, and this is ample evidence that the class of business secured by the association is sound, when it is compared with the average loss ratio by all the companies in New Zealand doing business, which most resembles that of this association. The last Government Statistician’s report shows an average loss ratio of 54 per cent by the companies for that year and 49.32 per cent for the previous year. For the past year our expense ratio covering all charges except claims was 31.8 per cent, of net premium income. This includes provision for income tax, but there is a doubt about the liability for this item (the matter is at present being taken up with the Commissioner), and, if it is found that we do not have to pay, our expense ratio will be reduced to 26.6 per cent, as against 37.2 per cent for the first year. The Government Statistician’s figures for last year show that the average expense ratio of the proprietary companies doing a similar class of business is 37.75 per cent. During the year it became abundantly evident (owing to our low loss ratio) that further policy benefits could safely be given, and it was decided to give without extra charge unlimited third party cover in place of the previous limit of £lOOO, and also give without extra charge a liberal personal accident cover of £lOOO in the advent of death, £lOOO, in the event of permanent disablement and £5OO permanent partial disablement, together with £lO 10s medical expenses. At the end of the year the figures disclosed such a healthy financial position that it was found that the premium rates could, with safety, be still further considerably reduced, and the directors have lost no time in putting this into effect. Our premium rates are now over 30 per cent less than could be obtained anywhere in New Zealand before the association commenced operations. Since the . South Island Motor Union Mutual Insurance Association commenced business, the proprietary companies have considerably reduced their premium rates, and extended their policy benefits to come more into line with what this association is offering to members, and your directors are of opinion that in this way all motorists have benefited considerably by the existence of our association.

VALVE GUMMING. CAUSES AND REMEDIES. A gummy deposit is sometimes found on the exhaust valve sterns of internal com- | bustion engines. This seriously interferes with the action of the valves and frequently makes it necessary to remove and clean \ them in order to obtain satisfactory en- i gine operation. j Sometimes a change to a different brand ' or grade of lubricating oil seemingly al- | leviates the trouble; for this reason the j cause of the deposit is often attributed to ; the oil. Such, however, is not true, for the | trouble k not experienced with engines in I proper mechanical condition when the cor- . rect grade of oil is used in the proper manner. Cause of Valve Stem Gumming. Valve stem gumming is due to the temperature of the valve being increased above the normal to such an extent that it causes the oil to distill or stew down into the gummy mass. This action is accelerated where there is but a small amount of oil reaching the stem. The tendency of various oils to gum under such conditions varies somewhat. This accounts for the fact that sometimes the use of a different grade of oil will reduce j the frequency of gumming. Under normal j conditions the temperature of the valve ; stems is considerably below that at which j stewing of any oil will take place, but if i this temeprature is increased by any abnormal condition, gumming of the valves is likely to occur. There are three major causes for such overheating of the valve stems:— Ist. Is the holding open of the valves during the power stroke; 2nd. The lack of proper heat radiation from the valve seat to the formation of scale in the water space around the valve seats; and 3rd. The use of the incorrect grade of lubricating oil. Holding open of the valves may be caused in several ways. In new engines it is usually due to insufficient clearance between the valve stem and its guide. Under this condition and owing to the natural expansion of the valve stem under heat, it tends to bind in the guide, preventing the spring dusjtig tihe valve. This permits leakage of the burning gases past the valves. causing severe overheating and the consequent rapid gumming of any oil on the stems. This gum often prevents the valves from closing the valve. This permits ped and the valves completely cooled. Weak or broken valve springs may also be the cause of the trouble, as they have not • sufficient power to close the valve after it I has been opened. This then causes loss of , power, and overheating with consequent ' valve gumming troubles. In both new and old engines holding open ! of the valves may be caused bytoo close ad-1 justment of the valve tappets. It is a com- 1 mon occurrence for owners to adjust the | tappet to a closer clearance when the valve mechanism becomes noisy. Through inexperience and a desire to secure extremely quiet operation the tappets are usually not I given sufficient clearance to allow for the j normal elongation of the valve stems when : they become heated. Consequently, when ■ the engine is warmed up leakage occurs and ' the temperature of the valve stems is there- ■ by increased to such an extent that gumming takes place. Engines in good mechanical condition, as regards valve stem clearance and valve tappet adjustment, sometimes develop trouble from valve gumming after they have been in service for a considerable period of time. In these cases the difficulty can usually be attributed to an accumulation of sediment i or scale in the water jacket space around . the valve seat and which prevents the cool- ! ing water from sweeping the metal at this ' point. This scale, or deposit, is generally due to the presence of dirt or alkalies in | the cooling water. Since the temperature of valves is dependent upon the heat dis- ‘ sipated through the valve seat any obstruct- ; ion to the heat flow at this point causes an : increase in the temperature of the valve stems. As the deposit builds up, the tern- ; j>erature of the valve stems gradually in- ; creases until oils which were satisfactory when the engine was new apparently cause ; valve gumming. Remedies for Valve Gumming. From the foregoing explanation of the I causes of valve gumming, the methods of j preventing or eliminating this trouble are quite obvious. First, the correct grade of i high quality oil should be used, and the valve tappet clearance be those specified by the manufacturer; trouble is sure to fol- j low if the adjustment is made too close in , an attempt to secure extra quiet operation. , Correct adjustment wil not only eliminate ! a great many cases of gumming but also ; numerous complaints of spark plug fouling, oil pumping, missing and loss of power. In new or rebuilt engines, if gumming oc- : cure the valve stems should be polished with emery cloth and the guides reamed out to 1 standard size. In the absence of proper reamers, the stems may be reduced in diameter slightly by continuing the polishing , operation, but the guides should be thor- I oughly cleaned of all gummy matter. In all instances the use of the recommend- I ed grade will reduce gumming troubles to 1 a minimum in so far as they are controllable ; through oil character, providing the oil is kept in good condition by keeping the oil at the proper level and draining at regular intervals.—Engineering Division, Automotive Department of Vacuum Oil Co., Ppty., Ltd. ENGINE IMPROVEMENTS. BRITISH RESEARCH. At a conference of the Institute of Civil Engineers recently held in England, one 1 of the papers delivered was by no less an I authority than Mr. H. R. Ricardo, who dealth with the internal combustion engine. Referring to the light high-speed Diesel engine which uses crude or heavy fuel oils and fires the mixture by means of its high compression, eliminating sparking plugs and electrical apparatus, Mr. Ricardo said that it was surprising how few technical defects have been encountered. But how far the saving in cost of fuel will compensate for * the dirt and smell inseparable from the use ' of heavy oil yet remains to be seen. I It is evident that if the Diesel engine j were developed to an extent comparable to ; that of the petrol engine, its advantage : in the way of lower fuel cost would soon ' disappear. To-day there is practically no- : thing to choose between the production cost of petrol and fuel oil, and the relative price is governed by demand, not supply. This seems a very important point considering that the chief claim made for this type of engine is the extremely low cost of the total fuel it uses. Some interesting figures are given on the weight of the various types of engine. The lightest Diesel engine yet Constructed weighs approximately 71b per horse-power, while the average weight of such commercial high-speed Diesel engines as have yet been built is between 15 and 351 b. per horse-power for powers from 30 ■ to 300 h.p. The lightest engine yet made, j namely, the 900 h.p. Bristol “Mercury” : aero engine, weighs exactly 11 ounces per • horse-power, complete with all its auxiliary gear, while the average weight of the highspeed engine of to-day, as installed in motor-trucks, is approximately 101 b. per horse-power, just half the weight of similar engines built ten years ago. It seems remarkable, considering the strides that have been made, that there is so little difference between the engine of j to-day and that of 20 years ago. It is | really by purely detail design that the ef- ■ ficiency has been increased by more than ' 50 per cent., and the engine speed by more than 120 per cent, in that time. Twenty ; years ago the normal maximum output of an engine was approximately 6 h.p. per litre of cylinder capacity; ten years ago it had risen to 12 h.p.; and to-day it is well over 20 h.p. Typewriters purchased by the London County Council are now mostly British, the figure for 1927 for the home product being 183 against 97 foreign. Three years ago 321 foreign machines were purchased against 53 British.

ENGLISH CARS. The rate at which English cars are growing in popularity may be gauged from the annual report and statement of account issued by Messrs Singer and Co., Ltd., of Coventry. The rise of Singer and Co. Ltd., from one of the smallest to the third largest producer of motor cars in Great Britain is by way of being a romance of post war industrial history. Formed in 1909 with a small capital, the company regularly put back considerable sums out of each year’s profits into its business, and after a period of post-war stagnation in earnings, began a rapid upward movement in 1924, which has since been maintained. The fortunate shareholders obtained capitalized bonuses of 100 per cent, in 1920, 33* per cent, in 1925 and 25 per cent, in 1926. The company has recently been effecting farreaching changes in its organization, and these, unfortunately, tend to make the latest accounts much less easy to follow than their predecessors. On a paid up capital of £666,760 a nett profit of £171,223 was made, equal to 25.7 per cent., while the directors declared a dividend of 20 per cent. The latest figures should be read in the light of the company’s statement that the new Birmingham factory, on which approximately £750,000 of capital has been spent, was commercially productive for less than six months of the last financial year. The directors believe, however, that the purchase has already justified itself, the output of cars—a record for the company—having been greater than the old works at Coventry could have coped with. The programme of 1929 provides for a “materially increased” output, but the directors are silent on the question whether competition in the motor trade is tending to increase, and whether selling prices are likely to fall still further. They do, however, claim that the operation of the Birmingham factory is enabling production costs to be reduced. It is proposed to capitalize £333,380 of the £630,958 standing to the credit of the reserve account, by distributing to shareholders one fully paid 7 per cent, preference share for every two ordinary shares held on August 27 last. The company will then have a surplus of assets over liabilities other than capital, at book value, of £1,377,139 against an issued share capital of £1,000,140. Goodwill does not figure in the accounts. FUEL WASTE. KEEP EYE ON THE PLUGS. When trying to reduce petrol consumption, motorists should first consider the engine. Any idea of saving by tinkering [ with the carburettor is to be deprecated; loss of power and damage to the engine ' will more than outweigh reduced consump- ' tion. But a great deal can be done with j the plugs. They will tell you when they must have attention, and many of us are ' content with that. Nevertheless, the most dependable plugs repay care. Make sure . that you have the plug best suited to your engine and examine them regularly, not only when they begin to misfire. Peti rol is wasted if the sparking plugs are not j kept up to the mark. Bear in mind that partial misfiring is ' extremely wasteful, and that one cylinder continuously misfiring means more than 25 per cent, loss of petrol. Therefore keep j the plugs clean and the spark gaps correctly set. Sparking plugs are only really efficient for a certain length of life. A good plug will give high efficiency over exceptionally long periods, but, as a general rule,, after about 10,000 miles, it pays to replace the old ones with new ones.

EFFICIENCY OF BRAKING. | Motorists to-day depend more than ever ' on the efficiency of the brakes on their cars. Four-wheel braking systems un1 doubtedly encourage faster driving, and : whilst the system is in good order and properly adjusted it is well able to take care of the demands of modern motoring. llt is very necessary, however, with the four-wheel brake system that adjustment of the brakes on the front wheels should be identical, and also that the two back wheel i brakes should each exert the same effort, I It is not every owner-driver who can cor- | ectly adjust his car’s brake system. In England, some garages are now’ installing brake testing machines to facilitate proper adjustment. One popular English make of brake tester, operates as follows:—The wheel to be tested is jacked up and lowered on to rollers, the other wheel on that 1 axle being equally raised so as to maintain 1 the car on a level. A weighing device is | first, brought into operation by a few turns I of a screw, representing the weight carried iby the wheel. This figure on the dial in- : dicates the standard to which the brakes ! should ulitmately conform. After weighj ing, the mechanism for this purpose is released, and the hand on the dial reverts to zero. Pressure is now applied to the brake pedal, and the handle turned of the testing machine, on whose rollers the wheel rests. If the weight figure recorded on the j dial was (say) 240, this means that on testing the brakes it should be possible to I bring the indicator needle to 240 again, or j nearly to that number, before locking the wheel. The tester is operated by turning the handle of the machine with the brakes hard on the wheel of the car, until the indctator needle moves to the highest point it will reach. If the figure 240 was the particular standard of the test, any degree of inefficiency of the brakes is indicated by the failing of the needle to reach that numeral on the dial. Also, the actual pressure applied to the brake-pedal will vary with individual drivers, so a brake-pressure indicator also forms part of the testing equipment. There is little doubt that enterprising proprietors of ' garages in this country, will soon be pro- ■ viding similar equipment. There is a definite need of it. OIL PUMPING. Many motorists complain of the quantity of oil they have to use in their cars. Frequently they blame the oil when the trouble is really mechanical. The following article ■ describes in detail why some cars use so i much oil, and gives the solution of the I trouble. ' There is seldom a car so unsatisfactory to i operate as one which has the reputation iof being an oil pumper. Fouled spark ; plugs, gummed valves, carbon, knocking and excessive oil consumption, result in loss of power, increased repair expense, and dissatisfaction to the owner. Although some troubles are commonly and sometimes justly attributed to the lubricating oil when an incorrect grade is used, in the great majority of cases they are of mechanical origin. Many times the actual cause is incorrect adjustment. Often worn parts are to blame, and frequently the cause is defective material or workmanship. In a few cases the trouble lies in the design, and can only be overcome by the manufacturer. Before analysing these conditions in de- • tail, and suggesting suitable remedies, it is essential to have a clear understanding of what makes an oil pumper. Once this is clear, it is not difficult to take up individual cases and determine the proper remedy. Oil Pumping Defined. Oil pumping may be defined as the passing of oil into the combustion chambers of an engine at a greater rate than it can be i burned cleanly by the fuel charge. The amount of oil which can be burned I without trouble depends somewhat on its character, but chiefly upon the work the engine is doing, and the correctness of the mixture. For example, an engine in tractor service will burn cleanly an oil that cause excessive carbon deposits and plug fouling. Another example of this is the engine which fouls plugs and carbonizes rapidly in city service, but which runs perfectly clean in touring. The greater amount and consequent heat of the charge burns up the oil without trouble under touring conditions. If a rich mixture is used, it will burn with a sooty flame which will not consume the oil, but, instead, leave soot which the

oil wiH mix and form carbon deposits, even when only a very small quantity of oil is passing the pistons. Importance of Correct Mixture. It is a fact that unless the fuel charge is of the correct proportions, and is ignited properly, all the symptoms of over-oiling will disappear. Before a car, reported to be pumping oil, is torn down for expensive repairs, the carburetter adjustment should be carefully checked, the valve lifters given the correct clearance, and the spark plug points set to the proper gap. It is surprising how many reported cases of oil pumping, particularly in new and recently overhauled cars, can be corrected in this way. A clean burning charge consumes the oil without trouble, while incomplete combustion always leads to trouble. TYRE PRICES. THE RUBBER INDUSTRY. Tyres have been selling in Auckland at prices actually lower than those ruling in Great Britain. This is due rather to a disagreement in the local trade concerning discounts for cash than to the unstable rubber situation. The rubber industry is in the melting pot and there is much speculation on the trend which will reveal itself after the lifting of the restrictions on production at the beginning of November, states the New Zealand Herald. In September a 31in. x 5.25 in. cover retailed at £4 7s 6d in England, while the same make and other first grade makes w'ere offering in Auckland at £4 0s 6d for cash. As another example, the English price for a 27in. x 4.40 in. cover was £2 10s 3d, or Is more than the price charged by some Auckland dealers. The Stevenson restriction scheme, which is to be abandoned next month, has enabled Great Britain to control rubber prices for six years. At the beginning of this year plantation rubber was quoted in London at Is 8d a lb. When eight months’

notice of the lifting of restrictions was given in April the price slumped to‘about 9d, and cablegram advice from London this week put prices at 9d, the lowest for 36 years. Since about 80 per cent, of the world’s production of rubber is used for tyre manufacture, the market is particularly interesting to motorists. Great Britain has had control of about 60 per cent, of the capital invested in rubber plantations, Holland has had a considerable share, but the United States, although consuming about 70 per cent, of the world’s output, has controlled less than five per cent, of the capital in plantations. The phenomenal growth in the demand for automotive rubber products resulted in an easy absorption of full capacity output for some years and prices were high. In 1910 the demand was so keen that a record figure of 12s 6d a lb. was reached on the London market. The plantations commenced to expand and in 1920 over-produc-tion became serious and prices slumped until it became apparent that some adjustment between output and demand was urgent. Voluntary restriction did not appeal and the result was Lord Stevenson's scheme for compulsory limitation of rubber exports from British plantations. The plan became operative in Ceylon and Malaya in November, 1922, and some plantations were actually limited to 50 per cent, of the output which they had previously maintained. Dutch production naturally increased, but since it takes six or seven years to produce rubber from virgin soil the world shortage could be overtaken very slowly. With restrictions operating there was no inducement to British planters to increase their holdings, but much of the rubber on Dutch territory must now be reaching maturity and the British producer has lost a certain amount of ground. Retention of the restrictions would certainly have meant that the shortage, which has been maintained by British action, would be overtaken to the profit of Dutch planters and the industry would have again been in trouble. There is also the invasion of rubber substitutes to be contended against if prices are kept unduly high. The Stevenson restrictions resulted in numerous increases in raw rubber prices in 1925 with the result that there were five increases in tyre prices in that year. In June, 1924, rubber was quoted in London at 104 d and a year later it was fluctuating around three times this price, eventually reaching 4s 6d a lb. Accustomed to having their own way in the oil industry, American manufacturers and financers did not take kindly to British control of a product so essential in the automotive industry. The

situation was “hit off” in the following letter from “Uncle Sam,” published in a New York paper:— “To John Bull, London, England: Dear old pal, Things are rather jumpy over here and I thought I would write you a line and see what you could do. Rubber prices are especially jumpy, with the accent on the jump. Every morning I call up my garage to find out what tyres cost to-day. It is terrible. Folks are walking on their uppers—they can’t afford rubber heels. When I park my car along the curbing I don’t care who steals my motor or crankshaft if they only leave the tyres alone. “I have been making inquiries about the high cost of rubber and they say that it has something to do with you. This naturally surprised me. I didn’t think you raised anything but novelists and lecturers. But no, they say you control four-fifths of the world’s rubber. And I want to tell you, John, your control is perfect. ‘There is certainly some bounce to your rubber prices. Now, of course, I appreciate how you feel about it. You owe me a lot of money from the late war and you are squaring up with this rubber embargo. But, John, be reasonable please. We have practically paid for the war by buying your crude liquor. “I am sure you don’t realize what you’re doing to me, or do you? I admit all my folks are prosperous. Everybody here owns his own motor-car, but only the rich can offord to buy tyres. It is pitiable to see my people on the highways trying to patch inner tubes to stand just one more blow-out. If vou could see these sights along the roads on Sunday afternoon I am sure you would choke up. At least, I hope you’d choke.”