Motordom

Southland Times, Issue 21431, 27 June 1931, Page 13

Motordom

News and ’

Notes.

OF GENERAL INTEREST ON THE ROAD AND ON THE WING. THE LATEST HAPPENINGS. Norman Smith’s Car. It is interesting to note that Norman rnith’s car, in which he intends to attack .“■e world’s land speed record next summer, uas cost in the vicinity of £15,000. A syndicate consisting of N. Smith, J. H. Mostyn, D. Harkness and the late E. James, who met his death in an aeroplane, found the money. Another Motor Club. A club for owners of Singer cars has just been formed in England. If properly organized these one-make clubs can be very successful. At the present time the largest one-car club in the world is the Riley motor club. It will be interesting to observe the progress of this venture which directly concerns all Singer owners in England. The Riley Record. For April the Riley Record contains numerous features to interest and amuse. “A Motor Tour Through Germany and Austria,” is an article that cannot fail to please, while the Ladies’ Page conducted by Margaret Carlton has packed into it words of wisdom concerning the care of the car and the latest headgear for the woman motorist, the Lady Madcap turban. Light Oar v. Bus. In England at the present time it seems from paragraphs that have -reached this writer that the bus proprietors and the sellers of the light car are not feeling very friendly towards one another. “Travel by the light car which is safer and cheaper,” seems to be the slogan of the garage owners. They further explain how economical to run the light car is, and how pleasant it is to travel in your own little vehicle. In England the baby car sells at a very low figure and there can be no doubt that their arguments are eminently sound.

The Morris Owner.

“To Venice In An S.V. Minor,” is an article in the May Morris Owner that every Morris enthusiast will desire to read. Besides describing Venice, that city of gondolas on the rippling waters, with their precariously perched pilots, singing to themselves, and swearing at everybody else, the author shows in a convincing manner how it is now possible for almost anyone to visit these towns in Europe with their quaint manners and ways. The sum of £8 10/- is the cost for transport for a tour of 2500 miles across three countries and through some of the finest cities. Charles G. Harper writes on “Castles of Old Romance” in this issue. How absorbinglyinteresting it must be to tour around England as this writer has done, and inspect the ancient and medieval fortresses that through the ages have witnessed many strange sights, have observed many strange happenings. The page for women is edited in the Morris Owner by Margaret Bradley and she in quite a competent manner discourses on fashions at the wheel arid Paris modes for madame motorist. This writer can recommend the May Morris Owner to all who claim to follow the activities of the motor car manufacturer. ,

Over The Andes On An Avro.

An Avro Trainer fitted with an Armstrong Siddeley Lynx engine, flown by Captain Norman Macmillan, recently had the honour of being the first British aircraft to cross the Andes range. The flight started from Buenos Aires and continued to Puerto Belgrano (350 miles), Neuquen (330 miles) and Chilian (295 miles) this stage including one crossing of the Andes. From Chilian to Santiago (120 miles) the course ran in a northerly direction and conditions were comparatively easy, but the next stage from Santiago to Mendoza (120 miles) included a passage of the Andes with Aconagua (22,868 feet) in close proximity to the course. The flight from Mendoza completed the round trip of just over 1800 miles, during which Captain Macmillan states the Avro Trainer and Lynx engine performed magnificently.

Tyre Mileage.

Excepting perhaps petrol consumption, no subject so concerns the majority of motorists as tyre mileage. One motorist will tell another that he gets 15,000 miles on a tyre and the tread pattern is still showing, whilst another wonders why he never gets more than 10,000 miles per cover, with the same make of tyre on a similar car. After all it is not the tyres of a manufacturer that vary so much in mileage, as in the treatment they receive, and the speed and manner in which a car is driven. One of the main factors in tyre service is constant maintenance of correct inflation. When tyres cost more than they do today, and gave only about a third of the mileage, motorists gave more attention and care to tyres than they do now. The fact is, says the Dunlop Rubber Co., that tyres have become so trouble-free and so Jong lived, that many motorists become careless as regards tyre treatment.

Concerning Used Cars,

The correspondent in England of this page sends this paragraph. One striking feature of the Used Car Show which opened in London on May 6 is the extraordinary number of refinements that the used car of to-day has to offer. During a tour of the stands I noticed that a great majority of the cars were fitted with the most up-to-date accessories. While these refinements are apparent even to the eyes of the greatest tyro, the mechanical defects are not always so apparent, and there is a wonderful battery of machinery for automatically testing the used car, so that the defects are registered on dials, and the prospective owner can see just what is wrong. Used car buying need not be a "pig in the poke” business.

Improved Routes

The Automobile Association of Great Britain has launched a scheme which revolutionizes motoring routes, and will be greatly appreciated by visitors to the British Isles from Overseas.

The comprehensive information previously given in A.A. itineraries is now augmented by detailed sketch maps, indicating not only the road to be followed, but also the adjacent country. An interesting feature of these maps is that they can be read in the direction of travel —from the bottom to the top of each page, and that they include County names, boundaries and road numbers. The preparation of this new and improved A. A. Touring Service, has involved considerable work over a period of nearly two years by a special touring staff; thousands of drawings were necessary. All the itineraries are based upon a practical survey of the roads, carried out with “logging” cars equipped with special instruments. The output of A.A. routes last year exceeded 260,000,000 miles. ' , The A.A. has a membership of over 430,000.

The British Seamen’s Union has not had a strike for 20 years, including 1926. All differences have been settled by arbitration. ’ # .

A NEW RILEY

“ARMY” MODEL AVAILABLE TO

SUITABLE FOR COMPETITION PURPOSES. A new Riley touring car, selling at £3lO in England has just been announced. It is known as the “Army” model, for the simple but sufficient reason that it is an exact replica of the 9 h.p. cars which the company is supplying to the War Office. Behind the introduction of this car there is a wealth of interesting history. Some two years ago the miltary authorities took delivery of a standard Riley Nine tourer with a view to putting it through its paces. They tested it vigorously for cross country performance, etc., and then suggested' modifications. These were effected, and the car, in "its new form, was delivered in July, 1929. . Once again it was put through the most merciless tests for a distance of 10,000 miles, all over ploughed fields, up freak gradients, in deep sand, through hedges, across■ ditches and so. forth. It passer! these tests satisfactorily and in July last y’ear the first contract was placed. Since then orders for further quantities have been placed by the War Office from time to time and “Army” models have become familiar sights in the Riley works. The performance of the cars on rough stuff is naturally amazing, and they are thus particularly suitable for our conditions; it .was this that decided the manufacturers to offer exactly similar models to the public. In most respects the new “Army” model has the specification of the standard 9 h.p. tourer, but it has much larger tyres—3lin. x 5.25 in—and a greater back axle reduction, this making the gear rather lower than that of the standard car. Even so, however, a speed of 60 m.p.h. is possible. The increase in the wheel size raises the ground clearance to no less than 11 Jin. so that extremely rough going can be negotiated ; the springs, too, have been specially strengthened. The cars are finished in green, and the hood and side curtains are of normal pattern, except that the rear light can be rolled up to allow improved ventilation —a distinct asset when the cars are used in tropical countries. This “go-anywhere” model should do much to enhance the prestige of British cars overseas, for its performance on any sort of going is far superior to that of the large foreign car, whilst it has the British light car’s economy. It should also prove popular amongst competition drivers, who will find it ideal for the tracks and gullies beloved by trials organizers.

A PROMINENT FIGURE

COL. FRANK SEARLE SPEAKS.

HIS IMPRESSIONS OF N.Z.

The motoring correspondent of the Southland Times in England sends this very interesting article. The possibilities of increased sales of British cars in New Zealand were discussed by Col. Frank Searle, a prominent figure in the motor world, on his recent return from a business trip to that Dominion. Col. Searle said that his first impression of Wellington was that it was so full of American cars that it might well have been mistaken for New York City! The reason for this was largely that at the conclusion of the war, when British manufacturers were unable to compete, America had flooded New Zealand with cars. Motorists there had thus got accustomed to the highpowered car which was cheap to buy but expensive to run.

When, however, the general slump struck New Zealand a year ago, there was at once a call for the car which was also economical to run; the British light car met this demand and users were finding it in every way as satisfactory as the high-powered foreigner. Furthermore, British cars are not selling in New Zealand at a price disadvantage. “New Zealanders are definitely pro-Brit-ish,” said Col. Searle, “but they naturally want value for money. Give them something which is as good value as the American car—and we can certainly do that—and they’ll buy British every time.”

THE LIGHT SIX

WOULD PROVE POPULAR IN THE U.S

ADVICE TO AMERICAN MANUFACTURERS.

A MARKET AT PRESENT UNTOUCHED IN THE GREAT REPUBLIC.

A person who can speak with some authority on the motor industry in America, is Mr M. W. Bourdon who has been for a number of years British correspondent of Automotive Industries, U.SiA., a technical trade journal circulating extensively in every motor manufacturing country of the world. Mr Bourdon makes the following statement. The light six as we know it (15 to 18 h.p.) has no counterpart in U.S.A, where, except for the Austin, no car on the market of any account has an engine of less than 18 h.p. by British rating. One cannot refrain, however, in expressing the opinion that unless there is a pronounced revival of trade generally in America within the next twelve months, automobile manufacturers there will be constrained to follow the example set by British makers and offer cars that have more appeal from the economy standpoint than those now generally available. This statement of Mr Bourdon makes very interesting reading, and coming from such an authority on the motor trade in America, can be absolutely relied upon. Undoubtedly American manufacturers have in the past given no thought, when they were producing their cars, to economy in the matter of petrol,, oil, and tyres. Times were good, everyone was prosperous and was purchasing freely from the automobile and service station dealer. Why was there need to worry about petrol consumption, oil consumption and the wearing of tyres ? At the present time, however, we are looking at the other side of the picture. Money is scarce and people are shutting their automobiles up in their garages. And it is at this stage that Mr Bourdon’s statement may prove correct. Let the manufacturers produce an economy car such as those British vehicles running on the roads of New Zealand, let them place on the market a car renowned for its high efficiency engine, its ease on petrol, oil, and tyres.

If a firm had the courage to produce such a vehicle there can bp no doubt that it would receive a royal welcome. Selling at a moderate price, with all the economy qualifications, and not in any sense of the word a “baby” car, such a vehicle would, without doubt, prove to be immensely popular. A range of cars in the 18 to 15 h.p. class would in America find a market that up to the present has remained untouched. When the merits of such a range of vehicles became widely known, many would be the buyers of the cars that could go for many many miles without having to stop at a petrol pump.

“MADE IN BRITAIN” WORDS THAT STILL MEAN QUALITY. BRITISH PRODUCTS DEFINITELY SUPERIOR. MEN WHO DEMAND ENGLISH MOTOR CARS. The words “Made in Britain” still mean quality. That is being demonstrated' to-day in the fight that is being waged between British and American motor car manufacturers for new world markets in the popular car class. The United States, with their intensive mass-production methods, make a very dangerous rival and that British manufacturers realize that is shown by the cuts in price and the important improvements that makers have been making. But in the luxury-car class there is no question of the pre-eminence of British products. Men who matter the world over, men who demand the best, buy British cars. That is proved by the sales of one British firm—Rolls Royce—which includes among its customers at least half a dozen kings—the King of Sweden, the Kjng of Egypt, the King or Irak, the King of Siam, the King of Yugoslavia, the King of Abyssinia. They all ride in British cars.

It is not a mere matter of social satisfaction that these monarchs buy British. It is a striking tribute to British workmanship by men who have the whole range of the world’s products from which to choose.

Film stars in Hollywood are other people who drive in British cars. The ownership of a Rolls-Royce is the badge of success in the film colony. There is no American car with anything like the prestige of that product of a Derby factory. The name of the car has become the symbol of British quality. The reason for the supremacy of British goods of the best class—and it applies to other things besides motor cars —is simple. In a mass-production factory the workers are mere cogs in a vast soulless machine without any personal interest in the product that is being turned out with monotonous regularity. In the British motor car works every single worker —from the apprentice mechanic to the engineer who designed the engine—has a personal pride in the work that is being done.. The girls who make the upholstery, the men who spray the paint, the'mechanics who assemble the delicate engine, all know that their work counts and that they will share in the credit of the finished product. No riveters in a Clyde or Tyne shipyard watching their handiwork glide down the slips into the water for the first time have a greater thrill of personal satisfaction than the workers in engineering works that produces a car that stands for British prestige. When a car is ordered by a king every worker realizes that he has had a part—no matter how small—in securing that order and in upholding the reputation of British trade. Englishman foster that spirit.

The Americans may be able to build plant surpassing anything in Great Britain and they may claim records for high-speed production. But they will never challenge England's supremacy in the first-class car market because they cannot get workmen with that personal and national pride that is the secret of the success of the British craftsmen.

FORTUNE SEEKING TO THE GOLD RUSH BY MOTOR CYCLE. YOUNG AUSTRALIANS’ IDEA. t Many and various arc the uses to which motor cycles are put, but up to date no one has set out on one to seek a fortune. This, however, is what 'has just been done by two young Australians who have left Perth with an old sidecar outfit and have joined in the 1931 Gold Rush. They have made very thorough arrangements for their prospecting tour. In place of the usual type sidecar, they have fitted a special box which comfortably houses their gear and petrol and oil requirements. Tent, shovel, tools, food supplies, spare tyre and sufficient fuel to last them for a’ trip of 400 miles are carried. An ingeniously fitted oil drum carries over 20 gallons of water. Their store of supplies weighs 3cwt., and the whole outfit turns the scale at well over half a ton. The sidecar is packed to overflowing, so the passenger rides on the pillion. Reports so far received do not indicate that the two adventurers have as yet struck any gold, but they state they are finding their machine extremely useful for touring the country prospecting. It is taking them over surfaces where cars get stuck and, moreover, is doing so with a high degree of economy. An interesting point about the machine is that a year or so ago it was in use as a dirt track racer; not many motor cycles can claim so varied an existence!

COMMERCIAL VEHICLES

A CHANGE IN ENGINE DESIGN PREDICTED.

DIESEL POWER UNIT TO BE EMPLOYED.

Indications in the world’s leading automobile manufacturing centres point to the fact that we are on the eve of an almost fundamental change in the design and functioning of the automobile engine for heavy road transport. So rapid has been the progress during the last two or three years in transport. So rapid has been the progress during the last two or three years in the the evolution of a light efficient combustion, ignition oil engine, that the day now appears to be not far off when this type of engine will become standard for commercial motor transport.

..The recent developments have been really remarkable, and the weight of the “C. 1. engine has now been brought down as low as 131 b. of metal per horsepower, which is only a pound or so above the average power-weight ratio of the present day motor truck petrol engine. Many of the world’s cleverest automobile engineers are now concentrating on perfecting the Diesel type of engine; firms of such renown as Rolls-Royce announcing that they are obtaining results beyond expectations.

It is worthy of note that 80 per cent, of the output of the great German firm' Mercedes-Benz, now comprises machines fitted with “C-I” engines.

There are already hundreds of really efficient “C-I” heavy oil engines running on the roads in England and on the Continent, rendering efficient service, and at such a low running cost for fuel, that it is very evident that the heavy-oil engine will ere long be challenging the position now held by the petrol engine for heavy road transport. There are many reasons why this is desirable. The “C-I” power unit' has a higher thermal efficiency, smaller fuel consumption and lower cost of heavy oil in place of petrol, almost complete immunity from fire, whilst a vehicle fitted with this type of engine has, for the same volume

of fuel now carried by a commercial motor vehicle, a far greater mileage range without refilling tanks. In England, France and Germany it is anticipated that the petrol engine, for commercial work, will be hard pressed in the near future to repel the advance of its new rival. In Australia there are already a few commercial vehicles of this type in operation on the road. Fuel is to-day one of the heaviest items in the operation costs of a motor truck, and with the high price of petrol it is not surprising that the automobile industry and the hundreds of owners of motor trucks in this country are watching with great interest the rapid development overseas of the heavy-oil automobile engine. To be able to obtain high engine efficiency with fuel costing about sd. a gallon, and from 25 to 50 per cent, greater mileage than from petrol at 2/- per gallon, would ensure substantial reductions in the cost of road transportation of produce and merchandise. The purchase price of heavy oil would not likely remain at its low figure for many years, because if its use became general, the price would probably increase accordingly; just as petrol did in the days when it was a little needed by-product, and was available in this country at 9d. a gallon.