Motordom

Southland Times, Issue 21773, 30 July 1932, Page 13

Motordom

News and

Notes.

OF GENERAL INTEREST ON THE ROAD AND ON THE WING. THE LATEST HAPPENINGS. Triple Records. For the fourth year in succession all three races in the Isle of Man T.T. have been won at record speeds. Stanley Wood’s record of 79.38 m.p.h. in the Senior event is nearly 2 m.p.h. faster than that set up by P. Hunt last year on the same make of machine. The Junior race was won, also by Stanley Woods, at a speed only a fraction of a mile lower than last year’s record for the Senior event, and even in the Lightweight race, the record now stands at over 70 m.p.h. Motoring Made Easier. A new service scheme under which owners in London and neighbourhood may have their cars regularly maintained in their own homes by skilled mechanics has just been inaugurated by the Rolls-Royce Company. Except for the usual daily and weekly attention which every driver has to carry out for himself, owners will for a moderate fee be entirely relieved of all responsibility. After every 2,500 miles, expert mechanics will call by appointment at the owner’s own garage, and in addition to greasing and oiling the whole car, will carry out all necessary driving adjustments. The standard service is based on the mileage, viz., every 2,500 miles; but mechanics will call at any time if required. Sir Alan Cobham. Sir Alan Cobham, the world-famous aviator, backed by the Air Ministry and the principal aeronautical associations of Great Britain, has recently commenced a tour of 170 of the most important towns in Britain, giving at each place a magnificent aerial display demonstrating all the latest types of aircraft. The object of this tour is to bring members of the British public into close contact with practical flying, to establish a higher degree of confidence in flying, and to show conclusively how vital to commerce is the development of aviation. How Petrol is Delivered. An interesting feature in the design of two of the latest of the London General Omnibus Co.’s garages is the manner in which the whole of the floor space htis been kept clear of petrol metering columns, water points and lubricating oil points. The columns have been fitted into a large room overlooking the garage on the lines of an ordinary railway signal box; from this room, taken out on to the rafters, are petrol, oil and water pipes, which lead to the points where the buses are filled. When a bus requires filling, the petrol, lubricating oil and water hoses are lowered by means of small winches and the requirements are delivered to the bus under the eye of the operator in the signal room. As each bus is replenished, the actual amount delivered is recorded on a machine, and the hoses are then re-hoisted to the rafters. A Safety First Innovation. The latest innovation for which the Standard Motor Co., of Coventry, is responsible, is an automatic fire extinguisher, now fitted to the special models of the Standard Big Nine, Sixteen and Twenty, as part of the equipment. This extinguisher is unique, for it is quite automatic in operation. Fitted on the passenger side of the driving compartment, all that is necessary is to lift a lever and the extinguisher, being connected with the possible danger point of the car—the carburetter—immediately checks any outbreak of fire before it can spread. In the event of fire occurring outside the protected region, it is only necessary to unhook the extinguisher from its bracket, strike the knob on the ground, and project the resulting long range spray right into the heart of the flames. A Useful Booklet. The Vacuum Oil Company has just issued a 72 page booklet entitled “Your Motor Cycle on Road and Track.” This should prove of great value, to motor cycle owners. An interesting contribution to this booklet is an article by Stewart Williams, the famous speed cyclist who won the Australian T.T., Goulburn 1929, (2nd. junior, Ist. senior), Replica light weight T.T., Isle of Man, 1931; Grand Prix, Phillip Island (Ist. junior), 1932. In addition Stewart Williams has represented Australia at Isle of Man T.T. races. This informative article which deals with “Tuning for Road Racing” will interest all motor cyclists. Another section, which should be of particular interest to people contemplating buying a used motor cycle, tells where to look for defective mechanism. An informative article on the lubrication of motor cycle engines and transmission has been contributed by Mr A. R. Code,-Chief Automotive Engineer of the Vacuum Oil Company. Other sections deal with general lubrication, gear lubrication, how the correct grade of oil is determined, latest trend in lubrication systems. A section is also devoted to preparing for reliability trials. At the back of the booklet a Chart of Recommendations is printed to help cyclists in the choice of the right grade of lubrication for their cycles. No motor cyclist should be without this book, a free copy of which may be obtained from the Vacuum Oil Company. The New Austin. The new Austin Ten-Four, which has made its appearance, has been introduced to meet a very definite demand. The car is of low build, and at even a first glance, one of its most outstanding qualities, namely, road stability, stands revealed. Due to its low weight of 154cwt., it possesses a power-to-weight ratio favourable enough to ensure a most satisfying performance. In every way it is a car to captivate, sturdy, yet lively, and supremely comfortable under all conditions. The four-cyclinder engine which has a bore and stroke, of 2.5 in. x 3.5 in. (or 63.5 x 89 m.m.), giving a cubic capacity of 1,125 c.c., with an R.A.C. rating of 10-h.p., is notable for its compactness, accessibility of the important auxiliary units, and the unique method by which it is suspended. The engine suspension utilizes silentbloc bushes at three points to. accommodate movement and absorb vibration. The crankcase is integral with the cylinder block, a design which provides exceptional strength and rigidity. Desert Test for Cars. The results achieved by the War Office Experimental Convoy of four military vehicles of British manufacture which early this year undertook a long distance test of nearly 6,000 miles from Cairo to Southern Soudan, are officially reported to have exceeded anticipation.

The test proved that modern British vehicles of the types specified and developed by the War Department are capable of operating under any conditions likely to be found in the Empire. At the end of the journey the vehicles had developed no major defects. They were still shod with the same tyres as when they started, and in spite of the great heat no trouble caused by boiling radiators had been experienced. The freedom from accidents was remarkable. The most serious one was when the decking of a bridge gave way under the rear wheel of the heaviest lorry. There was a danger of the vehicle falling 15ft. into the water below. By removing the load and bridging the gap with sections of channel iron the vehicle was reversed and the journey resumed by another route. The necessity for carrying large quantities of petrol, food, and water over long desert stretches made the total overload sometimes as much as 26cwts., while on the return of the convoy, the overload was 12cwts. The trial has satisfied the War Office that the development of wheeled mechanical vehicles is proceeding on right lines, and verfied the belief that the cardinal necessities for a crosscountry vehicle are high power weight ratio, large low-pressure tyres, adequate and well-spaced gear ratios, and properly designed cooling systems. It has proved further that British car and lorry manufacturers are producing vehicles eminently suitable for imperial and colonial employment.

THE MINX HILLMAN’S LATEST. A CAPABLE PRODUCT. This page joins in the song of praise being sung by motorists all over New Zealand about the Hillman company’s latest creation—the Minx. In this model Hillman have returned to the light car field, and have designed a product that can meet with confidence any conditions likely to be encountered while running on the highways of this country. It must be remembered, however, that while the Minx does not possess the bulk of a limousine, it is by no means a baby car, for the saloon model can comfortably accommodate four adults. With a full complement, the Minx can spin over the roughest ■ road at a fast speed, a very desirable quality in these hectic days, when a car’s capabilities is invariably decided on its miles per hour performance. In this writer’s opinion, the most interesting and important feature of the Minx, is its patented cushioned power suspension which gives the 10/30 h.p. engine a performance equal to a six cylinder production. Under these circumstances this Hillman Minx is very pleasing to control. From a walking pace to speeds in excess of 50 m.p.h., the car remains a smooth, perfectly balanced unit.

The power plant is a capable, sturdy affair. All the latest features known to automobile engineers are fitted to the four cylinder engine, including a threebearing crankshaft, a “Self Starting” Solex carburetter, and the cushioned power suspension mentioned in the preceding paragraph. Duo-Servo brakes which are very efficient, Maries steering gear, combined with admirable road holding qualities, and a petrol consumption of 35 miles to the gallon all combine to make the Minx splendid value for money. The distributors for the Hillman Minx, Messrs Todd Motors, Ltd., are certainly fortunately situated at the present time, for the public and those interested in motor cars have at last realized that to enjoy motoring expensive, high-powered cars are no longer necessary. The ten h.p. car, of which the Minx is an excellent example, is all that is required to partake of the delights to be found by highway and byway. There is a great future before the low priced but capable English car, and the Motor Editor feels certain that the Minx will bring an added attraction into the lives of many New Zealanders. EMPIRE PROBLEMS THE OTTAWA CONFERENCE. TRADE RECIPROCITY. It is undoubtedly a fact that no Imperial Conference has ever taken place under conditions so propitious for ultimate success as those which exist at Ottawa. Upon all sides there is a tendency, as never before, to cement the ties of Empire into a close policy of fiscal reciprocity, and those who are at Ottawa to discuss ways and means for securing this inter-Empire trade should find their task made lighter in the knowledge of this Empire feeling, and in the assurance that they carry with them a mandate of public opinion upon the very problems with which they will be concerned.

It has taken time to secure this Empire vision, although the final realization of its possibilities has come with a rapidity which, but a few months ago, appeared impossible. Possibly no industry has been so imbued with this Empire policy as the British motor industry, for in its efforts to rehabilitate itself in the markets of the world, it was forced to the conclusion that only by a virile and powerful Empire policy could it hope to regain the ground lost during the years of war, and that in the Empire fields lay its hope of expansion. It has realized, too, that it is called upon to play an increasingly important part in the creation and development of that community of nations under the British flag which shall restore again the confidence of its constituent members and, by its own prosperity, lend assistance to the rest of the world in its effort to emerge from the slough of industry despond, in which so many nations are at present immersed. The British Commonwealth of Nations is bound by an inflexible code of lavs for it is an inherent principle that, under a common allegiance to the British Crown, the legitimate aims and aspirations of each dominion and colony forming part of the Empire shall be encouraged and assisted to the fulfilment of the ultimate ideal of self-govern-ment with the maximum of home rule. Just as that principle must be recognized in the political aspect of the Empire problem so must those whose task it is to consider the economic questions at Ottawa approach such problems in no spirit of bargaining, but with the determination to work for the common good, and to place the ideal of inter-Empire trade within the bounds of practical politics for all time. Apart from all other considerations, common-sense—whilst perhaps admittedly not the highest or most important aspect—demands that the manufacturing resources at Home, and the vast undeveloped fields overseas, shall co-operate to secure that no longer shall a large percentage of the trade

which should be retained within the Empire be deviated into channels other than British.

There is a wide field to cover, and there are many aspects to be considered. Above all, however, there stands clearly defined the fact that the Empire provides the means for the creation of a vast co-operative economic unit, each constituent part, supplying its quota towards satisfying the needs of the whole. The over-populated centre can find in the as yet virtually virgin outposts not only the avenues of supply for its requirements, but the ready market for its manufactured products, and, with a wisely conceived and administered Empire policy, the remunerative outlet for much of its present unproductive labour.

Under such a policy the latent resources of the dominions and colonies would be encouraged to develop secure in the knowledge that within the Empire lay the ready market for the raw materials which they produce. The sorry spectacle of British shipping making its unproductive joumeyings in ballast would be changed to the picture of vessels leaving Empire ports carrying the essentials required by the Home Country or other parts of the Empire, returning with British manufactured poods or other produce, all tending to the creation of an immense interdependent economic Commonwealth of British Nations.

A short while ago this might have been thought an ideal dream. To-day one industry at least has shown what can be done by a bold and ambitious Empire policy. With the home market virtually assured of its products—for the first four months of this year the gross import of cars, commercial vehicles, and chassis into Great Britain has declined from 1,773 units of a value of £307,827 in the first four months of last year to 732 units, of a value of £129,871, a total decrease of 1,041 units and of value £177,956 —the British motor industry has, during a difficult year, made steady progress in its export position. For the first four months of 1932 the export of British motor vehicles and chassis has totalled 12,798, value £1,800,467 as compared with 8,338, value £1,760,431, an increase of 4,460 vehicles, value £40,036. During these four months of 1932 exports of cars, commercial vehicles, and chassis have exceeded imports by 12,066, value £1,670,596 as compared with an excess in the same period last year of 6,561,1 value £1,452,604.

In this country the registration of cars for April show a British car heading the list. In Australia in 1932 only a fraction more than 4% of the motor chassis imported were manufactured in Great Britain whereas in 1931 more than 52% of the chassis brought into Australia were British. With a return of more settled conditions in that important market the British motor vehicle will undoubtedly occupy a position of such importance as could hardly have been contemplated a few years ago.

The largest single shipment of cars received in South Africa recently arrived at Johannesburg. In Cape Town the figures of sales of motor cars for January of this year show that 54 per cent., were British products and returns for the whole country showed that Great Britain’s percentage of the Union trade had jumped to 28.5 per cent. It is estimated that for the first six months of this year the import of British cars into the Union may approximate to 50 per cent, of the importations as compered with about 37 per cent, for the corresponding period of last year. In Ceylon the report of the registrar of motor cars, for March, shows that out of a total of 67 new vehicles registered no less than 46 were British.

Reports from important markets bear testimony to the progress being made by the British motor vehicle, and manufacturers at Home are facing the future in a spirit of optimism that with a return to more normal trade conditions the products of their factories shall through their merits, and with the support and co-operation of overseas distributors and public, secure a position of pre-eminence in the motor markets of the world.

The British motor industry • realizes the immense potentialities which a united British Empire possesses, of ultimate benefit to the Empire and to the world, and is proud to take an active and leading part in the attainment of this ideal. It looks forward with confidence to being able to play in the future an even more important part than has been possible in the past, for the economic development of the Empire is largely dependent upon motor transport, not only in its assistance in the pioneering enterprises inseparable from the opening up of former virgin territories, but in bringing into closer compass those places which, but for the motor vehicle, must remain in comparative isolation. CAR OWNERSHIP A FASCINATING PASTIME. AN INTERESTING LETTER. There must be many hesitating on the threshold of car ownership who are uncertain whether the family exchequer will support a car. In this connection, therefore, the following letter from a satisfied used of an English small car, is interesting. In May, 1928, I purchased a four-seater tourer. This was done after considerable thought and consultation with my wife, for we had doubts as to whether a salary of approximately £350 would stand the expense of a car, and I on my part, knowing nothing whatever about engines, wondered whether I ought to risk the unknown which might land me in considerable financial entanglements if the mechanism were constantly going

wrong and my Ignorance would become the prey of unscrupulous garage proprietors and their mechanics.

However, all our fears were groundless. In the first place the car has now done very nearly 30,000 miles without giving the slightest trouble on the road. She has been decarbonized by the garage approximately every 6000 miles. I have purchased six new tyres and four of them are still good for another 5000 miles, and I do not wear them to the canvas, as you will understand when I tell you that only once on the road have I been stopped by a puncture. The inner tubes are the originals. Never once has the engine given the slightest trouble. Unfortunately I have not kept an accurate record of petrol and oil consumption but I know she has averaged not far short of 30 m.p.g. of petrol. I have managed to do all this on nr modest salary. It has meant caret;, expenditure in other directions, but we believe that we have done wisely and have been amply repaid in pleasure, education and, above all, health. My wife, daughter and I are agreed that whatever economies we may have to suffer during the present depression we shall hang on to our greatest source of pleasure—our motor car—until the end.

The Motor Editor has to acknowledge from the Alvis people a pamphlet showing their latest cars.

With the improved summer schedule of British Imperial Airways, it is now possible for a business man having urgent business in Switzerland to fly from London to Basle by the morning air service and, after a few hours in the Swiss centre, to fly back to London the same evening.

Plans for a tri-weekly air service, which will link up the French Dependencies of Morocco and Tunis and later Casablanca, have been submitted to the French Air Ministry by the Farman Company, and, if accepted, the service will come into operation immediately.

An extension of the German Luft Hansa Airways is under consideration which will link Berlin by air with Shanghai, via Moscow and Irkutsk, and, if negotiations with the Soviet Air Companies are completed, the line should come into operation at the end of the year.

In these days of depression and restricted output in nearly all manufacturing concerns, it is interesting to know that the Goodyear Tyre and Rubber Company’s English plant, which is situated at Wolverhampton, is working to its full capacity of 2000 tyres daily. The Wolverhampton plant employs 1,400 British workers, and has been operating since 1927.

Morris, M.G. and Wolseley cars which took part in the 1932 London to Land’s End Trial secured between them 25 premier awards, 32 silver medals and 6 bronze medals, or 63 awards in all.