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OF GENERAL INTEREST. ON THE ROAD AND ON THE WING. THE LATEST HAPPENINGS. A Song of Shades. The cars for nineteen thirty three Are fascinating things, They exercise a potent spell O’er premiers bold and kings. Their features new quite captivate, So sums are gladly paid For sylph-like bodies rich with tones From melted mines of jade. The cars for nineteen thirty three Are tinted like the hills, Perhaps I’ll choose a new saloon To match my daffodils. —Marion Clyde. Invercargill. Some Salient Sidelights. Programmes for 1933 are unsensational—very. As was the case last year, manufacturers have not departed from the orthodox path, a fact that wise motoring men will warmly applaud. It’s annoying when you find your car which was the pride of 1932, thrust into the background by a vehicle which represents every new idea of the preceding 12 months. The abolishing of gearbox noises has occupied the closest attention of most makers, so in many models twin-top gears are the order of the day. This is, undoubtedly, a commendable feature. Coasting devices which began to appear on British cars in 1927, but which shortly went out of favour, are now coming into their own. Numerous 1933 vehicles are listed with some sort of coasting arrangement. Safety glass, special engine mountings, and re-designed radiators are other changes which new programmes reveal. New Wolseleys. Once again the Wolseley company is offering a range which is remarkable for its completeness. Even though in most cases the prices are down considerably—in one • instance as much as £7s—the standard of equipment and degree of performance have risen yet higher. It is doubtful if ever before have so many important innovations been included in a new season’s range. Here are some of the latest features ■ which appertain to the 1933 Wolseley cars:—Centri-cast cylinder sleeves, centre seal pistons, controlled spring shackles, balanced steering, automatic starting, combined automatic and manual ignition control, electric petrol supply, combined number plates _ and direction indicators, and stop-lights. In addition, the 16 h.p. and 21.60 h.p. cars have a free wheeling device, rigid remote gear control, grouped nipple chassis lubrication, dual electric screen wipers, finger tip control and a special system of isolating the engine from the driving compartment by a sealed bulkhead. All the cars except the 21 h.p. long wheelbase model have Lockheed hydraulic brakes. The latter is vacuum-servo equipped. A feature both ornamental as well as useful is the illuminated name badge on the radiator—a handy method of recognizing a car at night in a crowded park.
For 1933 Cars. The Karpol people have now placed on the market a brand of their famous polish that is suitable for cellulose. This is a distinct achievement for cellulose has always been a difficult finish to polish, and as most of the new models are presented to the world with this latest motoring idea, the new Karpol will, no doubt, fill a long-felt want. For the purpose of _ effectively demonstrating the new polish, Messrs Reckitt and Sons Ltd., the makers of Karpol had on exhibition at the last motor show a bonnet, taken from one of their traveller’s cars. For some twelve months this particular bonnet has seen strenuous service up and down the country, and had been subjected to repeated cleaning with Carpol. The nature of the test was unusually severe, but nevertheless _it served to show that the cellulose finish standardized was not in the least adversely affected by the continual use of the Cellulose Karpol, but that the latter did, in fact, keep it in exemplary condition. The Yearly Delights. With the breaking into laughter of noppy and pansy, and primula and marigold, come the 1933 cars—as new and as elegant as the Empress of Britain. Like the girl in the Kashmiri love song who was young and very sweet, the immaculate creations from London, Birmingham and Coventry, possess a potent appeal, so that while you may walk on haughtily to-day, you will pause to-morrow and survey with delight and appreciation, the proud, sweeping lines of the showroom’s joy. This writer always feels like extending the hand of sympathy to those who live on the other side of the world at this period of the year. New models in Great Britain arrive when summer holidays are fleeting fast, arrive when the sun walks the lovely world with a decreased step. But in New Zealand the latest masterpiece comes at a time of hope, of optimism, of confidence. Roads stretch alluringly to where the warm air chases the silk-soft rain with a step as light as a dancer’s. King Christmas with his band of jesters is just around the corner, and he frolics in a land that knows not winter winds, and sliding sleet. The new cars are here. Open their doors, examine their leather seats, inspect their opulent coachwork, and finally, sit behind their accessable controls, and speed with abandon along the highway of sublime attainment. A Large Range. Individuality is a quality which is only too rare in the motor world, but one firm at least is determined to give its customers something different—and plenty of choice at that. The latest Riley range includes nearly 50 distinct models. There are twelve types of bodywork and eleven chassis variations. In addition, for every model there is a choice of eight colour schemes, so that a Riley purchaser can now pick from practically 400 types! A four-door saloon with the rear streamlined right down to the dumb irons and sweeping over the spare wheel is one of the latest creations. Another is an amazingly low saloon with special doors to facilitate entry. As the doors are opened, hinged “traps” in the roof rise automatically, thus enabling the occupants to take and leave their seats without effort or contortion. There is an exceedingly handsome drop-head coupe and also a fixed head version, an attractive six-light saloon, and three four-light models. In the open category there are a sports twoseater and sports close coupled fourseater, both having concealed hoods. An entirely new car is the 12 h.p. 6cylinder, the capacity of which is 1458
c.c. This follows the same general lines as the 14 h.p. model. Throughout the range special chassis are listed. The special Nines have 2-carburetter engines and the Sixes three carburetters.
THE ROVER PLANS NO NEW AUTOMOBILES. MODERN EQUIPMENT INCLUDED. Although no entirely new model figures in the Rover plans for 1933, the programme is of considerable interest, because each model in the range has been brought thoroughly up to date, .both in design and in equipment. The changes made are: Each model in the range (except the Family Ten) has a free wheel, a four-speed gearbox with “silent” constant-mesh second and third gears, a special engine restarting switch, a suction-controlled ignition retarding device, and a rearrangement of engine mountings known as “floating power.” The programme, then, consists substantially of the existing models—the Ten in Special and Family forms, an enlarged Pilot Six and two Meteors of 1G h.p. and 20 h.p. rating. The shape and style of the various cars bears a strong family resemblance to their 1932 proto-types, but new radiators, longer bonnets with very short scuttles and “eddyfree” front head-panels have enhanced the frontal aspects. To deal with the modifications to each model separately would take a considerable amount of space, so we shall have to confine our attention to those of the new features which are common to the whole range. The term “floating-power” has been given to the mounting used for the unit which comprises the engine, clutch, gearbox and free wheel; rubber is used to insulate the body and chassis from vibration in the power plant, the thickness of the insulating material being great enough to take care of vibrations of really large amplitude. In the matter of transmission, the Pilot and Special Ten chassis now have spiral bevel rear axles, whilst the braking systems have been completely redesigned and the Lockheed system of operation introduced. In the Meteor class, both the 16 h.p. and 20 h.p. models have Bendix brakes instead of the hydraulic type. On the Pilot model a fume extractor has been installed; this takes the form of a pipe, which is led from the crankcase breather to a position below the power unit, thereby carrying away any objectionable odour which might otherwise find its way into the interior of the car. An interesting Jaeger combined oil and petrol level gauge is also to be found on the facia board of the Pilot model.
SINGER CARS ATTRACTIVE MODELS. A NEW NINE H.P. The new programme announced by Singer and Co., Ltd., one of the pioneer British car manufacturers, may be emphasized as the most interesting and attractive the company has yet offered. The range comprises the Nine, a 9 h.p. four-cylinder; the Twelve, an 11.9 h.p. four-cylinder; the Fourteen, a 14 h.p. six-cylinder; the Two-litre, an 18 h.p. six-cylinder; and the Kaye Don. Of these the two which are inevitably bound to compel the widest attention are the Nine and the Fourteen. These are both entirely new models from stem to stern. With certain modifications the Twolitre follows closely on the 1932 18 h.p. Six, but the Kaye Don Six, the luxury car of the series, has been so largely redesigned and has completely new coachwork that it is, to all intents and purposes, a new model. The only feature in common with the 1932 version of the 9 h.p. car is the cylinder block casting, otherwise everything is new. The wheelbase has been increased by 2in. and the track by lin, these being now 7ft. Bin. by 3ft. 9in. respectively. This apparently small increase has resulted in an extra roominess quite surprising. The next model, and one that will undoubtedly make a wide appeal in these days of popular small sixes is the 14 h.p. six-cylinder; like the Nine, it is a completely new model. In a chassis of straightforward design and notable for its stiff cross-members, and with main features following closely on those in the 9 h.p. chassis, but with a 9ft. iin. wheelbase, a 4ft. 4in. track, and with wire wheels carrying 4.75 by 19in. tyres, is mounted a very up-to-date engine. While doubtless the Fourteen is likely to have wide popularity, an alternative is offered by the fitting, if desired of an 11.9 h.p. four-cylinder side-valve engine in the same chassis, embodying exactly the same details. This is offered as a utility type of car, and it is believed that it will appeal strongly to New Zealand users and to motorists in Great Britain who wish for a heavy duty, slogging type of engine. At the upper end of the range are two 18 h.p. types both of which figured in the 1932 programme, but one of which is undergoing considerable modifications for the coming year. The first is the Two-litre model. This has a block cast, six-cylinder, side-valve engine of 69.5 by 90 mm. (2,047 c.c.) The engine has been considerably remodelled with a view to giving increased accessability. The second is the largest and most expensive model, the Kaye Don Six. This has an 18 h.p. six-cylinder engine 69.5 by 95 mm. (2,180 c.c.) with overhead pushrod operated valves. The chassis follows the general lines of the Two-litre, but the springs _ have steel bushes and one-shot chassis lubrication is provided.
CARS DE LUXE 1933 TRIUMPHS. JACKING SYSTEM STANDARDIZED. For 1933 the Triumph Company has adopted a “de luxe” policy—in other words, the new cars are all completely equipped with every useful motoring aid, leaving purchasers with nothing else to buy. The cars themselves are in many respects the same as those of 1932. So thorough have been the efforts to produce a car on which no extras are required, that the make has achieved the distinction of being the first of British manufacture to standardize a central jacking system. Two other noteworthy points are that in future the Super Seven will be known as the Super Eight, and that the Southern Cross sports model is now a 10 h.p. car, the original Super Nine engine having been enlarged to give more power. There are nine 1933 Triumph models, and they are divided into three main categories—the Super Eights, Super Nines and Twelve Sixes. The three 7.9 h.p. types comprise a 2/4 seater, a four-seater and a fourdoor pillarless saloon. Equipment includes safety glass, Leveroil adjustable seats, a radiator stoneguard, real leather upholstery, bumpers, spring gaiters, electric screen wiper, shock absorbers, finger-tip control and a luggage grid. The specification of the three Super Nines—a 2/4 seater, a full four-seater and., a four-door saloon—includes an 8.9 h.p. engine, four-speed gearbox, hydraulic shock absorbers, Magna wheels, a central jacking system and 12-volt ebctrical equipment. The saloon has a six-light four-door body, upholstered, like all the other Triumphs, in real leather. The sixcylinder engine is rated at 11.9 h.p. and a four-speed gearbox is a feature. On a Super Nine chassis but with a bigger engine capacity, the Southern Cross four-seater sports model is rated at 9.8 h.p. The equipment is similar to that of the Super Nine, including the central jacket system; an 18-inch Brooklands flexible steering wheel is included.
BELT DRIVE CORRECT ADJUSTMENT. ENGLISH JOURNAL’S OPINION. The return to favour of belt drive for dynamos has resulted in some owners without previous experience being left in doubt as to the correct adjustment of the belt, says the Light Car. In the case of the fan drive a certain amount of slip could be neglected, as the power absorbed is small and most engines have sufficient natural cooling capacity to make a fan more or less unnecessary except in very hot weather. A dynamo, however, absorbs an appreciable amount of power, possibly up to 1-8 h.p., whilst on some cars a water impeller and a fan are driven in addition by the dynamo belt. It is important, therefore, that the drive should be efficient, because slip will mean a decrease in the dynamo output, and, of course, considerable wear on the belt. Link-type leather belts and the endless rubber and canvas variety are the types in general use, and, provided that the surfaces be kept free from oil and dirt, no actual attention to the belts themselves will be necessary. The adjustment of the pulley centres is, however, important; there is no need for the belt to be board tight—in fact this is a great mistake. On the other hand, it must not be unduly slack. In ordinary vertical drives with the pulley centres 12in to 18in apart it should be possible to “bend” one side of the belt fairly easily by pushing it with the thumb. A Vee belt drives by virtue of the wedging action of the Vee, which tends to force itself into the grooves, thereby automatically eliminating slip. This rule applies, however, only when the
faces of the pullies are at the correct angle, which is 44 degrees for each, making the included angle 28 degrees. If the pulleys become rounded in their faces the only cure is to have the flanges machined to the correct angle and to fit a larger belt. Both types of belt, the leather link and the endless rubber, tend to stretch fairly considerably when new. This must be guarded against by careful inspection and readjustment as necessary until all stretch has been taken up. The belt will then require very little attention for many thousands of miles. On some makes of engine it is possible for the driving and driven pulleys to , get out of line, not whilst working, but due to careless reassembly after the driven unit has been detached. Out-of-line running will set up considerable wear on the sides of the belt and, if carried to extremes, may result in its tending to ride over the pulleys, when there is a risk that it will be cut by the flanges or broken by the extreme tension. Where the driven member is geared very high in relation to the driving pulley it must be borne in mind that the belt is stressed considerably upon sudden acceleration of the engine, especially when it is heavily loaded as when driving a large dynamo to which a fan is coupled. In this case it is a good plan to endeavour to adjust the belt just sufficiently on the slack side to allow for initial slip when the extra load is applied. This will avoid risk of belt breakage, but will have no appreciable ill-effect upon the pulley faces of the sides of the belt. When refitting a belt never try to roll it on over the pulley flanges under extreme tension; the adjustment should be slacked off until the belt can be lifted easily by hand over the flanges, when it may then be tensioned to the required degree. In the case of flat belts correct tension and alignment are very important; in addition, the pulleys should be crowned, i.e., high in the middle, to ensure that the belt runs true. A final warning: It is most inadvisable except in a real emergency to anoint the belt surfaces with any kind of stickey compound such as powdered resin. This may improve the efficiency of the drive for the time being, but it will inevitably lead to trouble later on.
SOUTHLAND MOTOR CYCLE CLUB. The Labour Day Trial which took the form of a Treasure Hunt was a decided success. E. Rillstone was first in, while Winton was second, and Tall was third. The winner of the Norton Cup proved to be Jones.
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https://paperspast.natlib.govt.nz/newspapers/ST19321029.2.90
Bibliographic details
Southland Times, Issue 21850, 29 October 1932, Page 13
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2,931Motordom Southland Times, Issue 21850, 29 October 1932, Page 13
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