MOTORDOM

Southland Times, Issue 20897, 5 October 1929, Page 16

MOTORDOM

I n 111. A z y I

SOUTHLAND MOTOR CYCLE CLUB ’ RUN TO WAITANE. The club’s opening run was held last week-end in splendid weather, and there was a large muster of machines at Waitane. The following are the results of the events that were held:— Serpentine. A. W. Parsons (248 Ariel) 1 G. J. Winton (249 8.5. A.) .... 2 A. I. Baxter (348 Douglas) .... 3 Grass Track Race (3 laps). L. W. Shave (348’ Douglas), ssec 1 A. W. Parsons (497 Ariel), scr. .. 2 R. McLees (497 Ariel) ssec 3 Time: Imin. 34sec. Plug Changing. G. J. Winton (498 Triumph) .... 1 H. J. Munro (596 Indian) .. .. 2 W. Knuckey (493 8.5. A.) 3 Straight Track Race (3 laps.) N. Cannon (498 A.J.S.) 6sec 1 G. J. Winton (498 Triumph), scr. 2 L. W. Shave (348 Douglas), 6sec 3 C.A.A. TREASURER’S STATEMENT. The hon. treasurer of the Canterbury Automobile Association (Mr W. R. Carey) presents the following report of the association’s finances for the year ended July 31, 1929:—

. It is gratifying to report that the association has had another record year; the total income from all sources amounted to £5,649 19/9, against £5,436 17/10 for the preceding year, an increase of £213 1/11. Subscription account showed an increase of £383 18/1, but the association’s income from rents received was less than the previous year by £lB3 19/-, accounted for, no doubt, owing to the fact that a change of policy had been adopted by the executive concerning the letting of the big room. After making adequate provision for bad and doubtful subscriptions and the customary writings off furniture and fittings, the excess of income over expenditure, as a result of the year’s operations, is £847 11/9.

The balance owing to the. Public Trustee, on account of reducible mortgage, at the beginning of the. year, was £5,886-, 18/9. During the year a further sum of £212'8/9 was paid off the principal, leaving the amount owing at balance date £5,670 10/-. Accumulated funds, July 31, 1929, stood at £8,645 12/6. CARRYING SPACE IMPROVEMENT IN LORRIES. It is an accepted fact that space increases in value io an enormous degree as it becomes limited;"and just as floor space in buildings in capital cities reaches high rental figures so does floor room on a trans, port motor vehicle. The value of floor or carrying space on a commercial automobile is a matter of importance to those who desire to obtain the utmost in return for the cost of running motor-trucks. If more goods are to be carried, this can only be effected by permitting each unit of transport to be employed to its most effective capacity. The time has passed when a buyer can afford to accept a new vehicle on which 40 per cent, or even 50 per cent, of the length of the chassis frame is taken up by a long engine bonnet, the dash and the driver’s cab, thus leaving a loading space which is entirely disproportionate to the overall length of the vehicle and which imposes, in many cases, more load behind the rear-axle centre than in front of it. In some instances the overhang which has been adopted is not only unsightly, but causes excessive wear on the tyres, trouble with the axle and transmission, and higher petrol consumption. One maker of steam waggons has realized the enormous value of load space between the axles and has with satisfactory results made a forwardcontrolled machine. This gives proportionate carrying to the weight, more uniform pressures on the road surface, much easier and more positive control, more satisfaction to the driver, and, last but not least, the principle gives a decided commercial advantage to the operator.

INFLUENCE OF SAFETY

Road accidents are almost invariably caused by lack of skill on the part of someone in charge of one or more of the vehicles concerned. It does not profit anyone to blame slippery roads for accidents. If slippery road surfaces exist—and, unfortunately, they do to some extent —motorists who are not masters of their cars to the fullest possible degree must remember that any excessive speed is dangerous. In other words, speed must suit road surface conditions just as it must conform to road traffic conditions.' One may run off a safe on to a dangerous surface with startling rapidity, and with this fact to be faced, the novice or timid driver must proceed in such a manner that he never exposes himself to the risk of the need for a sudden stop.

There is a point to which it is worth while directing the attention of those who are using their first cars. When front-wheel brakes became practically universal, they were so great an advance on the old rear-brake-only sysetm that a perhaps false feeling of security was engendered. A belief, quite contrary to facts,. sprang up that a four-wheel braked car could not skid. With four perfectly adjusted brakes and a reasonable degree of skill on the part of the driver, a serious skid is very improbable. But brakes, like everything else about a ear, need attention, and eyen if they receive it, not everyone can set four brakes accurately. It follows that there are a great number of imperfectly adjusted braking nets in use, and, unfortunately, it is just such sets which are likely to be in use by novices and by drivers of little mechanical knowledge or skill in emergency. It is advisable to have the brakes overhauled and carefully set at least twice a year by an expert. The controllability of cars of today in the hands of all but an expert ifl also very greatly affected by the correct inflation of tyres. Despite the efforts of the tyre manufacturers in their campaign to assist motorists by urging weekly tests of presstire, the bulk of motor-car users are, it is feared, too often indifferent to the warning.

On a greasy road a car with underinflated, spongy tyjes is often an awkward instrument to control in an emergency, particularly when roads are pot-holey, or, worse still, wavy, as is so often the case where much heavy traffic passes. Tyre pressure testing and correct inflation are matters that the veriest tyro can see to himself with the use of a pressure gauge.

THE SPORTS CAR During the last few years the sports car has extended its influence over the motoring community. It is now no longer confined to the athletic few, but has spread to all types of motorists. It is as popular with young women and comparatively old men as it is with the young men who clomour for speed. This, of course, is largely due to the fact that the sports car of today is a silent tractable vehicle, and hardly, if at all, more difficult to handle than the ordinary car. In some cases it is difficult to define the word “sports” when applied to a motor vehicle. Some people insist that a sports car proper "must be noisy, and its engine anything but flexible. This is not the least necessary, however, as great strides have been made in the last few years by car manufacturers, and most of their success has been attained along the flexibility line, and has not been confined to getting a higher maximum speed. The sports bar of to-day gets it without continual use having to be made of the gear-bax, and the average modern sports car can be driven as slowly on the top gear as the ordinary car of a few years ago. The real reason for frequent use of the gear-box on a sports car is, when racing, to keep as near the peak (the highest number of engine revolutions) as possible. Say, a sports engine peaks at 4,000 revolutions per minute. On the top gear the car does seventy miles per hour at this speed, and on the third fiftyfive miles per hour. If the car is being driven up a hill at forty-five miles an hour, or is accelerating away from a corner that meant slowing up to thirty-five miles per hour, there is not much point in the driver remaining in his top gear. He should change down to third or even second, and the engine will then be able to exert its maximum power, as the revolutions will be nearing the peaking point. Most of the standard sports cars are compromises between the small high-speed engine and the large slow one. One designer will put his faith in a large engine, with a flat power curve and a lot of power at low speeds; another will make small high-speed engines, with a steep power curve, and but little power at low revolutions, but with gearboxes that make it possible to take advantage of the maximum engine revolutions. Many people, of course, dislike a lot of gear-box work. The great majority of driv. ers like to get into top gear and stay there the whole day. This can only be attained with a large engine and heavy petrol consumption. For those, however, who are not afraid of a little handling of the gear lever, and who have the necessary touch to make a success of it, the high performance sports car will be a revelation. Generally spetaking also the man who takes an interest in his gear-box, and likes using it, is a good all-round driver. It gives him something to do, and keeps his attention on the work of driving, a point which is very inclined to be overlooked at the present time.

DEFINING DRUNKENNESS A definition of drunkenness as applied to a driver has been approved by the ,Royal Commission on Transport which has'" just announced its findings in Great Britain. In New Zealand the motorist is convicted for a “state of intoxication,” a condition which may be far from drunkenness although sufficient to make the vehicle a source of danger. The British law still insists on drunkenness to a' degree which would result in arrest if the man were a pedestrian. The Royal Commission wishes to follow the New Zealand lead, and it suggests that the offence should depend on the degree to which the motorist’s capacity is influenced by drink. The definition approved by the commission is as follows: “Any person found when driving or attempting to drive a mechanically-propelled vehicle to be so un- ■ der the influence of drink or drugs as to be incapable of having proper control of the vehicle.” THE PETROL ENGINE Hardly a day passes without some reminder of the modern wonder that the little petrol engine is. Perhaps its application as propelling power on a two-wheel-ed vehicle is more wonderful than any other form of its uses. Here it is found in a minimum of space, giving no visible sign of its extraordinary strength and endurance, ever ready for remarkable performances. Even those who use it every

day seldom think of crediting it with its real worth. That a man may step from his house door, sit upon a saddle, and be carried many miles on a journey in a short space of time is in most cases regarded as a matter of course. The motor cycle—a crude contraption of thirty years ago—has developed into an almost infallible means of conveyance for hours, for days, or for weeks, with rests and leisure as the rider wishes. Modern motorcycling is a marvel of mechanical motion and for touring in summer time it is untouchable. Independent of time-tables, booking worry, station stopping, etc., the 'motor, cyclist goes his way contented. And this with a minimum of fatigue. There

is no doubt that the motor cycle of to-day is a boon to the wise section of mankind that chooses it for transport purposes in commonplace life. MOTOR CYCLING EFFICIENCY OF POWER UNIT. Few modern motor-cyclists realise the mild strain placed on them when piloting their mounts to-day as contrasted with the same duties ten years ago. No longer have they need to check the miles in an

endeavour to "operate the oil pump once in every seven miles” as the makers then decreed. Now all they have to do is to fill up the sump (or. the oil. container) once or twice .a week, as the riding demands. No longer need they keep a careful eye on the adjustment of their brakes. The modern ‘large-diameter, internal-expanding braking system. posesses ten times the life of the flimsy, unprotected type of ten years ago. fio. longer need the long-distance tourist grip his bars with a grasp of iron and entwine his body round a high-built frame in the hope of keeping his mount within reasonable contact with the ground. Present-day super-forks, steering dampers, low-slung frames, and balloon tyres eliminate all need for that fierce hold of the past. Most important of all, however, is the'wonderful accessibility and sensible design of the average present-day motor cycle. As to economy of running of the modern motor cycle, that also has undergone a

great improvement, and more miles per gallon for petrol and oil are now obtained owing to the increaser! efficiency of the power unit. Again, cost of tyre upkeep has been considerably reduced, and high quality tyres have such strength and durability inbuilt, that long life and big mileage is assured to the motor cyclist who rides with reasonable care, and duly sees that the tyres arc kept correctly inflated.

COURTESY ON THE ROAD A LINK WITH THE PAST. The hurry-scurry, habits of the present day are apt to make motorists forget the old fashioned courtesy of the road, when as a matter of course, they always stopped or slowed down to inquire if help was required when they saw a car disabled, and if needed, remained and helped the motorist out of his trouble. To-day unfortunately, this old time courtesy seems to be a thing of the past, and its absence only serves to accentuate the fine camaraderie of the road that was a part of motoring in the early -days.

. The writer well remembers an incident associated with the historical Dunlop Reliability Motor Contest of 1905 (Melbourne to Sydney and back to Melbourne) that well illustrates how the “courtesy of the road” was interpreted in those days. A few of the early pioneer motorists will probably remember the incident. Seven of the contestants tied on points on the run to Sydney, and a further non-stop run was conducted-up to Medlow Bath (Blue Mountains) and back to Sydney (132 miles) in the endeavour to find a winner. Only one contestant was eliminated. It was then decided that the six competitors, comprising W. J. Moffatt, W. R. Grimwade, G. Hobbs, S. Day, W. B. Wilkinson, and H. Tarrant, should continue the gruelling test, back to Melbourne, making a total of 1276 | miles, mostly over atrocious roads and tracks. All went well until approaching Bookham (207 miles from Sydney) when J. W. Moffat (10 h.p. twin cylinder Do Dion) was passed at high speed by Geo. Hobbs “Mercedes” which left an almost impenetrable trail of dust behind, completely obliterating the road. Moffat, in following Hobbs crashed in to a deep “V” gutter, across the road, and before he could properly straighten-up his car, dropped in another gutter. The front wheels locked, the occupants were catapulted out and the De Dion shot into the air and crashed 20 feet off the road on to its side. The worst damage sustained by the car was a front wheel smashed to splinters—the occupants escaping with a severe bruising. What hurt Moffat most was the fact that the mishap put him out of the test. Shortly after the smash, which occurred during the afternoon, Messrs T. Rand and W. J. Proctor came along in Rand’s “Decauviile” and stopped to communicate and help Moffat. After examining the damage they decided to proceed to Gundagai (45 miles further on) and see what could be done as regards getting a spare wheel sent up by train from Melbourne. Moffat’s observer went along with them, Moffat deciding to walk to the village, Bookham, and endeavour to get “put up” for the night. He found a good Samaritan at the Post Office. Before leaving, Rand and Proctor, laughing, stated it was no good leaving the hub, rim, and tyre of the smashed wheel behind, and they might just as well pack them away in their car, which they did. The way Moffat felt, he wouldn’t have, cared much, if they suggested burning the capsized De Dion. Upon arrival at Gundagai, about dusk, Rand and Proctor got into touch with a local coachbuilder, to see if there was a remote chance of building, a new wheel. They found a good sportsman, and a good craftsman, and by midnight a new wheel had been fashioned out of the felloe and spokes of an old buggy wheel. Without delay Rand and Proctor slipped out of Gundagai bound for Bookham. Upon arrival, after a cold drive over the ranges, they proceeded to the capsized “De Dion” and working in lamplight, uprighted it with jacks, etc., fitted the new wheel, and eventually succeeded in getting the engine running, and the car back on the road. They drove to the Bookham P. 0., woke up the postmaster, ascertained Moffat was there and asleep on a sofa. When Moffat was awakened and told his “De Dion” was at the front door, and in good running order, he ivas probably, at the moment, the most amazed man in Australia. Leaving just as day was breaking, the two cars proceeded to Gundagai, and what a rousing recepthe party got from competitors, officials, and local citizens, as they pulled up at the Royal Hotel, just in time for breakfast. Little the worse for the adventure, Moffat drove his car back to Melbourne, a greatly disappointed man, but enriched by a practical experience of that sportsmanship and camaraderie which was such a fine feature of early motoring days in this country.

MUD SLINGING

The driver of the closed car seldom realises the risks run by the motor-cyclist or the occupants of an open car from other vehicles passing at speed, says a writer in the N.Z. Motor Union. Two little incidents which happened during Christchurch Show Week may serve as warnings to those who are apt to be guilty of discourtesy, not through indifference, but on account of sheer thoughtlessness. Driving into town for a day at Riccarton, at the wheel of an open tourer, hood and side curtains down to gain the benefit of the glorious spring sunshine, a young woman congratulated herself that the weather was so delightful for the airing of spring models, the wearing of race frocks. A light costume crowned by a delicate straw chapeau of the new primrose shade, shoulders draped by a spotless white fur in which primroses nestled, made a reassuring ensemble and everything promised a splendid day. Hearing the hoot of an imperious horn, the primrose girl pulled over to her left and the overtaking car swirled by at a good forty m.p.h. Alas, undried puddles lay upon the road and the whole of one young lake was sent slap into the lap of the race froek, splash over the primrose hat, smack over the white fox, and both eyes were momentarily blinded by muddy water so that it was impossible to glimpse the number of the offender who was driving so fast on a road that happens to have a fifteen-mile speed limit. As cold streams trickled down neck and back in spite of the operations of a filmy handkerchief which quickly became a mud-soaked jag, a very dashed young woman turned back to home and mother and indulged—as she told the "N.Z.M.O.”— in “a real good howll” There is another danger which too often we overlook, the swift passage of a great car results in stone-slinging as well as mudthrowing. The writer, driving an open car just recently, received a shower of shingle about the head and shoulders and a smart hail of stones upon the knuckles, while one good-sized stone knocked splinters of glass from the wind-screen, the stone and a piece of glass about the sire of half-a-crown dropping back into the car. This damage was done by a passing car travelling at no more than a good road speed, so it is obvious that it behoves drivers to consider the road conditions when passing unprotected drivers or riders of cycles, and to slacken speed, since a stone may take an eye as easily as break a windscreen. Most of us, I hope, consider cyclists and ’pedestrians in the matter of mud and stones; let us make a point of extending the same courtesy

to loilow-mofai£<s<, without fail.

RANDOM NOTES. NEWS FROM NEAR AND FAR. ‘Amongst the names of members of the present British Parliament are to be found one Morris, one Ford, two Rileys and an Erskine.

It is estimated that the British Ford factory will have an output of 200,000 cars next year.

“The more rapid a city’s traffic, the less the congestion.”—A County Council’s en gineer. Of 3,558 motor-cycles imported into New Zealand in 1928, 2,998 were made in Great Britain.

“Fill her up,” said the absent-minded motorist to the waiter as he parked his fiancee in the restaurant.

The average retail price of cars bought by Americans last year is calculated to be £lBO.

The mammoth 12 engine Dornier flying boat which commenced its tests a few weeks ago has 21G spark plugs. >

“Does your fiancee know much about automobiles?" “Heavens, no! She asked me if I cooled my car by stripping the gears.”

The British Royal Commission on Transport reports that only 4i per cent of accidents occur at speeds in excess of 20 m.p.h.

On Swiss Mountain roads motor cars are supposed to be driven at all times in such a way that they can be stopped within six yards.

An American tyre corporation which opened a factory in England in October. 1927, states that the millionth tyre was produced by this subsidiary last July.

Serious preparations were made for the 410 mile Ulster T. T. road race held in August. The course was specially treated to reduce skidding. The surface was dressed with a hot sprayed compound of asphalt and tar which was gritted.

At the recent Melbourne Show all the machines exhibited were of British manufacture execept two, which were American.

Spencer Stratton, the ex-New Zealand grass track rider, is now appearing on the Sheffield Dirt Speedway, England.

At San Sebastian motor-cycles have been used for the first time in connection with Spains’s national sport, bull fighting.

The foot gear-change vogue in the recent Isle of Man races lend support to the view that many 1930 motor-cycles -will be fitted with this refinement.

Many effective tar removers are available, but a little butter will generally do the trick if nothing better is at hand when the machine is being cleaned.

There were 135,241 motoring offences committed in England and Wales from July to December last, and of these 30,191 were dealt with by police caution.

An unofficial examination carried out by the Ministry of Transport into the causes of road accidents showed that approximately 80 per cent, were due to human error.

The rather startling suggestion has been made that in future T.T. races should be contested by single-geared machines. It is contended that the flexibility of modern machines would be developed considerably.

A schoolboy reader writes to say that he has to obtain a pneumatic saddle cushion for his machine as a result of translating “Ibam forte Via Sacra,” as “I was doing forty down the Sacred Way.”:—The Motor Cycle.

Leon Duray, the American driver, has been attacking records on the Montlhery track. In August he raised the world’s record for 10 miles to 135.3 m.p.h. Previously it stood at 135.5 m.p.h. to the credit of Voisin. Duray is using a front-wheel drive Packard Special of 200 h.p.

In lowa thousands of drivers have been stopped on the roads by the sheriff’s officers and presented with a red card bearing these words. “I have watched your driving over a distance of several miles. You drove sanely, safely and sensibly.. .Good-bye! Good luck!—G. E. Cress, sheriff.” Mr Cress seems to be real mustard!

Although an insignificant motoring country with only 25,111 cars, Czechoslovakia offers good markets to its few motor factories and importations are small. At the beginning of this year the registrations in the country included 15,515 Czecho-Slovakian cars, 2410 American makes, 2347 French products, 2200 Italian models and only 124 British makes.

As fairly conclusive evidence that concrete roads are capable of resisting wide variations in temperature and other climatic conditions, it may be mentioned that during last year roads of this character were laid in every province in Canada; in Ontario alone over 200 miles were constructed. The total length of concrete roads in Canada at the end of last year was 1820 miles.

The conventional way of diagnosing a brake that is too closely adjusted is to feel the drum to see if it is hot. Another method employs the ear instead of the sense of touch. It is to tap the drum lightly with a screwdriver or other metal tool. If the drum rings all the way round, the shoes are not too close. If a dull sound is emitted, they are probably dragging.

“Motorists who wonder where all the petrol goes when the speedometer is touching the high spots must not forget wind resistance,” says an American scribe. “It has been figured that the average car with 26 square feet of frontal area, at a speed of ten miles an hour, meets an air resistance of 6.51 b per square foot. At a speed of 70 miles an hour the resistance climbs up to 3181 b per square foot. I hat is faster than the speedometer gains.”

The Tour de France cycle race of 3,338 miles —the longest cycling road race in the world—recently concluded in Faris, resulted in a victory for the Belgian champion, M. de Waele, who is a member of the successful Alcyon-Dunlop team. He covered the long journey in 186 hrs 39mins 16secs. P. Demuysere, another Belgian rider, was second, with Pancera (Italy) third. Nicolas Frantz, who has won this great race in the two previous years, finished fifth. De Waele is one of the greatest riders in Europe. He was third to Frantz and Leducq last year and runner-up to Frantz in 1927.

Few motorists realize that when they apply their brakes they are really applying their tyres—increasing their grip on the road; that it is therefore necessary that they should all grip with equal force; that

if they don’t the car must swerve. The more powerful the brakes are, the more use they make of the tyres. The moral is —have your car balanced when you apply your brakes. In other words see that the tyre pressures are equal in each pair of wheels. The advice of the Dunlop Perdriau Co. is to get the pressure right and test the tyres every week with a good tyre gauge. Riding will be easier, more comfortable and—of greater consequence—you and your passengers will travel more safely.

It is far from impossible that rubber brake linings may join those made of fabric and fibres. As a matter of fact, one of the most prominent research departments in the automotive field is now experimenting with a rubberized if not actually a rubber lining. The research is based upon a very successful application of rubber by the same company in another feature of the motorcar. One of the anticipated results of the new lining, once it is perfected, is the elimination of brake screeching.

Tests have shown that from 25 to 30 per cent, more mileage may be obtained by keeping tyres inflated to the pressure recommended by manufacturers.

The air strangler fitted to the dashboard of the car fulfils the function of excluding the air from the carburetter so that a richer mixture of petrol shall be supplied to obtain prompt ignition when the starting switch is pressed. Normally it should not be necessary to operate the air strangler, but tardiness in the first flow of petrol is apt to occur when starting from cold. Before pressing the switch, the spark should be fully advanced and the throttle opened.

In the course of a report on the motor industry in Switzerland during 1928, drawn up by the United States Department of Commerce, it is mentioned that as no official figures are available the following are the best estimates of output obtainable. The Saurer Company was last year the leading manufatcurer, its output having been 600 trucks of various capacities, and 200 buses. The Berna took second place, producing 150 trucks and 100 buses. The Arbenz Company turned out 10 trucks, while the output of the F.W.8., which produces fiveton trucks and also six-wheeled buses, was about 150 vehicles.

Few motorists realize that when they apply their brakes they are really applying their tyres—increasing their grip on the road; that it is therefore necessary that they should all grip with equal force; and if they don’t the car must swerve. The more powerful the brakes are the more use they make of the tyres. The moral is; have your car balanced when you apply your brakes. In other words see that' the tyre pressures are equal in each pair of wheels.

Most motorists are familiar with the salesman’s test with a coin balanced on edge on the radiator to demonstrate smooth idling and absence of vibration. This trick might have been impressive a few years ago, but to-day one finds some of the cheapest fours coming through the test with honours. An American manufacturer has devised a new test which may have some practical appeal. His boast is that his product is so well sprung with Bft master leaves, rubber bushed shackles, and hydraulic shock absorbers, that a gramophone can bo played in the back seat at comfortable speeds. The manufacturer, of course, does not take such surfaces as the Titirangi Road and the Ngaruawahia-Hamilton highway into his calculations.

The spectacle of an omnibus racing around Brooklands track for 12 hours recently attracted some attention. The occasion was a trial of a 50-seater double-decker under R.A.C. observation. The vehicle ran with full equipment, but carried no passengers, and the running weight was over 6J tons. In the 12 hours nine stops totalling only 15 minutes were made for refuelling and oiling, and the distance of 507 miles was covered at an average of 43 miles an hour. Petrol consumption was 7} miles per gallon, and oil worked out at 634 m.p.g. Only half a gallon of water was added to the radiator. The only trouble experienced during this sustained high speed was a tendency for the worm drive back axle to run rather warm. Inspection at the end of the run showed considerable wear on the worm wheel teeth, a discovery which probably gave the manufacturers a valuable hint for future designs.

A donation of £35 was made to the Agricultural and Pastoral Association for th“ purpose of having a ladies’ bathroom and other conveniences installed at the Metropolitan Show Grounds at Addington (states the annual report of the Canterbury Automobile Association). This camping ground is becoming more popular each year, and it is voted to be the best in the Dominion. A donation of £5 5/- was made towards the Pelorus Bridge camping ground. A sum of £25 was given for the purpose of building a caretaker’s cottage on the Hundalee Reserve at Goose Bay, and a further sum of £l5 for this purpose has been agreed to. It is hoped shortly to arrange for a suitable camping ground at Hanmer. A donation of £7 7/- was made to th? Pines Beach Association. A sum of £5 5/- has been presented to the Waikuku Beach Improvement Association, and £lO to the Peel Forest Board towards the cost of improvements to camping facilities. This is one of the favourite resorts of Ashburton members.

Symbolic road signs were generally considered an improvement by members at the meeting of the executive of the Taranaki Automobile Association last week, states the Taranaki News. The old sign-post, the president pointed out, merely said, “bad bend,” but the symbolic sign-post not only warned the driver of the bend, but indicated whether the bend was to the right or to the left. The custom of laying no tar on the inside corners of roads at bend's was a distinct source of danger according to Mr F. H. Blundell. To keep on the tar surface the motorist swung naturally cutwards instead of hugging the corner. It was stated that roads made more recently were much better in this respect.

More and more people are taking to motoring every year. Other pursuits and pastimes come in and go out of public favour, but the motor goes on advancing. The truth is that the car is key to so many things that it has become indispensable to an ever-increasing number of people. As soon as a person determines to do something or other, or has the means or the opportunity for doing so, then the car enters as a necessary part of the proceedings. It is prophesied' by the Bureau of Street Traffic Research of Harvard University (ÜBA.) that 50,000,000 automobiles will be on American roads within a few years in contrast to the 25,000,000 now used. This forecast, the bureau states reveals the importance to cities of careful street traffic planning by qualified engineers in order that the great increase of care may be properly handled.

USE ALL THE ROAD PSYCHOLOGY AND ROAD WIDENING. How peculiar is the psychological effect of a piece of road widened .and left a different colour from the stretch which it flanks says a writer in the Morris Owner.

Time and again one overtakes drivers on recently widened roads who are discounting the local surveyor’s good offices by insisting upon keeping to the old stretch, despite the fact that there is another yard or so available. Indeed, we recently came upon a collision which was entirely due to a stubborn lorry driver refusing to pull over to the left on a newly widened road purely because it differed in colour from the stretch upon which his wheels were situated when the collision occurred.

It would be,a convenience for all concerned if road surveyors would recognize this somewhat senseless distinction so many drivers unconsciously make, and, so far as possible, keep their highways the same colour for the entire width.

ON “TIME”.

PAY AS YOU GO.

PLAN CHEAPENED CARS. In America it is not only the more or less hard-up family that buys a car on time payment. Thousands of business concerns which might easily pay cash are buying cars out of income and thus putting their capital to other uses. Thousands of families now own cars which they would never have driven but fob the “out of income” purchase system. Besides greatly increasing the market for cars, this system has made possible greater value in cars owing to increased production. It has brought about the two-car family and increased the demand for better-quality cars.

Of the 4,158,748 cars produced in U.S.A, last year, nearly 2,500,000 were purchased out of income.

SPRAGS REVIVED , Many years ago cautious motorists would have welcomed a spragging device which would have prevented the car running backwards on a hill. A number of sprags were patented in the early days of motoring, but they were all clumsy and unpractical. Even in New Zealand application was made for a jamming device. Optimistic inventors have actually evolved fittings designed to trip and spike the ground. All these'early devices caused trouble when normal reversing was desired, says a writer in New Zealand Herald.

Sprigs located behind the gear-box have Sow been standardized on two of the highest quality cars produced in America, and the move by substantial firms directs attention to recent forms of the apparatus. In America sprags are known as “nobacks.” They are intended for the driver who gets into trouble when stopping or starting on a hill. The test is to run up a hill and slip the gear-lever into neutral, allowing the car to coast to rest. The car simply rolls to a stop, and then takes up the back-lash in its transmission, and stops immovable against its sprag. No brakes are necessary. To start off, low gear is engaged and the clutch operated for a smooth pick-up without any recourse to ■ the brakes. Should the engine be stalled in taking-off, the car would simply slip back on its sprag again, even on a grade of 1 to 3J. When it is actually desired to reverse with the engine, the action of slipping the lever into engagement, automatically puts the sprag out of action, so long as the gear is engaged. The apparatus has thus no serious faults and it certainly allows great driving ease in traffic. One is never troubled by the tendency to roll back while waiting for the traffic signal. The device which has been put into production in America, embodies a roller and wedge which cause gripping action on a drum. Any backward movement causes the roller to jam. The inter-connecting of the gear-lever operates a stop device to permit intentional reversing. Several sprags are on the market in England as extras. One can be fitted to certain cars for about £lO. A sprag could probably be fitted for about £1 if incorporated in a car as a standard, and built in behind the gear-box at the factory.

THOSE PUNCTURES Sooner or later most motorists will have to tackle the job of mending a puncture and the Goodyear News says that there are one or two mistakes frequently made by the novice which need emphasis. The most common error lies in applying a patch to the tube immediately it has been coated with rubber solution. If this is done, it will be found difficult to make the patch stick, as it will tend to curl up at the edges. The patch and tube should be literally smeared with solution and five to ten minutes allowed to elapse before applying the patch, which should look practically dry. .Another point concerns the use of French chalk, which should always be sprinkled liberally over the tube. It not only prevents the tube from sticking to the cover, but also acts as a lubricant and tends to stop chafing. French chalk should never be used until the patch has stuck satisfactorily, for there is a danger of it finding its way under the patch and making it necessary for the whole job to be done again.

The New Zealand Motor Trade Association has now a membership of 1400 and there are 32 local associations.

Profits on petrol and tyres were the subject of prolonged discussion at the annual meeting of the Motor Trade Association, in Palmerston North this week. These two

items are always well in the limelight at a meeting of the association and the low price of tyres in Auckland continues in spite of various efforts to adjust the cash discounts. The motorist is naturally hoping that the "war” will not be nipped in the bud.