Motordom

Southland Times, Issue 22074, 22 July 1933, Page 13

Motordom

-O iiL News & Notes

OF GENERAL INTEREST ON THE ROAD AND ON THE WING THE LATEST HAPPENINGS. Bedford’s Book. The “Bedford Transport Magazine” again discusses the cold facts of tne transportation business. For June experts have prepared lengthy articles covering every section of the industry. American methods of magazine production are followed in this British journal, but the monthly is no less attractive on this account. The Avro Tutor. The Motor Editor received by the last English mail from A. V. Roe and Company Ltd., Newton Heath, Manchester, a photograph taken at Camp Borden, Ontario, showing a number of ..vro Tutor training aeroplanes belonging to the Royal Canadian Air Force. The Tutor has been used for training purposes for the last two years in the R.C.A.F. It was also recently adopted as the standard training aeroplane of the British Royal Air Force. The firm is at present supplying some 300 machines which will in due course replace the Avro 504. N. for training in the R.A.F. Comparative Tests. The slogan “Trial Runs by Appointment” is one with which motorists have long been familiar, but the latest type of trial run, devised by one of the principal London distributors is of a unique character. This test compares the performance of the new car with that of the motorist’s existing vehicle. The old and the new cars are driven side-by-side during tests of acceleration, braking, road holding and the like. The prospective purchaser can change over from one car to the other and can obtain accurate data as to how much better is the car he fancies than the car he owns. The June “Popular Motoring.” This paper, published by Singer, opens with Gerald Barry, the Editor of the “Week-end Review,” talking about the non-offensive motorist who is frequently regarded by the authorities and by those who do not possess cars as an arch-villan. Mr Barry advocates a Motorists’ Defence League to stand stoutly by motorists in the face of- needless and unfair criticism. Two pages are devoted to some of Singer’s latest models. The 9-h.p. Sports Coupe and the Two-litre Coupe are as elegantly stream-lined as Greek vases. Everything is adjustable to the traveller’s comfort —seats, folding arm rests and ever foot rests. Other models are equally as attractive, and in addition to being finished in all the hues and tints in the rainbow, include mettalic glories, aluminium or chronium. It’s easy to realize why motor cars are selling well in Great Britain. Altogether this number does not contain an uninteresting page, and having read it, you will act upon the instruction, “Pass along, please.” Air Service Training. Two new flying instructors have joined the staff of Air Service Training Ltd., at Hamble, Flying Officer J. Beaumont and W. F. Murray. Mr Beaumont recently left the staff of the Central Flying School to take up his appointment with A.S.T. Mr Murray is in charge of all seaplane, and amphibian training, a position in which his experience as a seaman—he holds a Board of Trade mate’s certificate and was for a time with the P. & O. Company—will be of great value. to him. He was also one of the flying boat pilots engaged on the R.A.F. 1932 Scandinavian cruise. A team of school aircraft, consisting of a 3-engined Avro V, a twin-engined Cutty Sark Amphibian, a wireless-equipped Avro Trainer and two Avro Cadets added considerably to the interest and variety of aircraft attending the Air Display held on May 20 under the auspices of the Guild of Air Pilots and Air Navigators. The 3-engined Avro V which arrived recently has been in daily use since its arrival and is providing a popular addition to the fleet. Dilemmas. A year or two ago a serious accident occurred in London, says an English writer. A crowded motor bus, in trying to avoid a lady driver who had driven unexpectedly out of a side road, capsized and many people were killed and injured. When reporting the accident some of the daily papers commented on the awful dilemma of the bus driver who was, so they alleged, called upon to choose between ramming the lady’s car and risking the lives of his own passengers. This, of course, is undiluted nonsense. He had no choice, but acted instinctively. I make this definite statement because I once found myself in a very similar predicament. A motor cyclist dashed out of a side road right in front of bonnet of my car. Quite instinctive'■», I stood on the brakes and slewed the car round twice in an effort to avoid him. The whole thing happened so quickly that I was not even sure that the other man was a motor cyclist, and I certainly had no time to exercise any sort of choice. Another fallacy, usually met with in “thrillers,” is the supposed sensation experienced by a man when he is knocked out. He is usually described as seeing a bright flash, then sinking down, down, into blackness, after which he knows no more. Now I have been stunned at least twice in my life, once in the smash recorded above, and once when a “House to Let” board fell on my head as I was walking down Piccadilly. In neither case did I see any blinding flash or, to tell the truth, experience any sensation at all. I merely woke up in hospital, wondering what it was all about.

A Bright Issue.

Although the “Morris Owner” is produced for the purpose of keeping Morris products constantly before the public, the other range and variety of matters dealt with are quite gargantuan. In the June number the Editor, C. R. Lucato, says in “Hard Driving Costs Hard Cash” that continuous high speed is for those who can afford it. If maximum m.p.g. are important then the motorist who is wise lets his car cruise at its most economical engine revolutions. This matter may be summed up as follows; the most economical speed of a car is between 25 and 35 m.p.h., and if running charges are important, drivers should endeavour to keep their speed around these figures. “To Florence in a Morris Minor,” relates the story of a run of over a 1000 miles on trans-European roads and three mountain passes, with two passengers and luggage. The author, Kathleen Gibbons, pays a tribute to the work of the A.A. This organization shipped the car to Europe, made out the route to Florence and also planned the trip home through the Alps. The real object of her story is to emphasize the re-

liability of the little Minor in all weathers. Other articles by Margaret Bradley, a Paris correspondent, who offers advice on the subject of the motoring sportswoman’s attire, by C. Harding, who has something to say about summer, the garden and the car and by Henry Walker, who talks about his favourite highway, complete an issue that at the published price of fourpence is very good value for money.

WINTER MOTORING

THE PROCEDURE TO FOLLOW.

MATTERS THAT REQUIRE

ATTENTION.

Despite the fact that certain additional precautions are called for, winter motoring is definitely worth while. This is especially the case on those fine winter days when there is a crisp tang in the air and the roads are reasonably dry. Under conditions such as these, many hold that motoring is even better than in the warmer months.

For example, the roads are definitely clearer of traffic —places of interest are less likely to be thronged with sightseers. Spots well remembered from a summer jaunt take on a different and often a more enchanting aspect in their winter garb. Little need be said regarding the importance of keeping warm when motoring—most of us have experienced that necessity, and most of us have learned the necessity by bitter experience. There can be little more miserable and unpleasant sensation than that of driving, or worse still, being driven, when the feet are like stones and every inch of one’s being feels like fin icicle. The best way to obviate this unpleasantness is to get thoroughly warm before setting out and then keep in the warm by means of suitable clothing. Just as the human body requires additional protection against the elements —so the car requires a little extra attention in the winter months if it is to give of its best. Of prime importance is the matter of lubrication. Damp and grit thrown up by the wheels are not conducive to long life of moving parts, and it is therefore necessary to resist the action of these deteriorating factors by additional lubrication. A safe period for all round lubrication is exactly half that maintained during the summer months. Even though it may appear a trifle extravagant, it is always well to remember that oil and grease are cheaper than replacements. Having settled the matter of lubrication, the next thing to be considered is the tyres. These long-suffering components have perhaps the hardest duty of all, for upon them depends the safety of the car and its occupants. [Never, therefore, run the car during

winter on a set of tyres which have already given of their best—it is a false economy. The strength of a tyre, as most people are aware, depends upon the condition of the inner fabric upon which the rubber covering is moulded. Let damp and grit once get into this fabric and the life of the tyre will be short, for in a very short time the fabric will have rotted and the tyre will then be useless.

Even though to all outward appearance the tyres are in good condition, it is a wise precaution to jack up the wheels and go round each tyre in turn, picking out any little bits of grit which may be sticking into the tread. All deep cuts should be filled with suitable tyre cement, making sure first of all that the cut is entirely free from grit.

Having made sure that the tyres are free from defects, inflate them to. the correct pressure of 321bs square inch and keep them so.. Despite all that is said to the contrary, there is nothing more conducive to skidding than un-der-inflated tyres. As the days get shorter so greater call is made upon the electrical equipment. It is therefore necessary to maintain the whole system in firstrate order. If the batteries have been somewhat neglected, get them charged up. Examine the batteries at least once a week and see that the electrolyte is maintained at a level of 3-Bin above the top of the plate. If it falls below this level, top it up with distilled water. Naturally, if one does much night driving it is essential that the. headlights function correctly and give the most satisfactory illumination. While on the subject of electrical components, a word regarding starting up will not be out of . place. In order to ease this battery strain as much as possible, the following procedure should be adopted when starting up.

(1) Give the engine several preliminary turns with the starting handle, the ignition switch being in the “off” position.

(2) Move the ignition lever to half advance, depress the clutch pedal and switch on the ignition. (3) Press the starter button. After the engine has started, keep the clutch pedal depressed for a few seconds to allow the engine to get into its

Useful accessories such as anti-freez-ing mixtures, radiator lamps etc., may also be purchased at this time, and are thoroughly recommended by the Motor Editor.

A NEW ALVIS THE “CRESTED EAGLE.” SPEED WITH LUXURY. A new car—the “Crested Eagle”—has been introduced by the Alvis Car and Engineering Co. Ltd., to succeed the well-known Alvis “Silver Eagle.” The latter has gained an enviable reputation for its very fine road performance, luxurious coachwork, and moderate cost in comparison with its high quality. The Alvis “Crested Eagle” inherits these attributes enhanced in degree by the new and advanced features of its design; and, as the “Silver Eagle,” is a car suitable both for use as a town carriage and for fast long-distance touring. The “Crested Eagle” is made with two sizes of six-cylinder engine, rated respectively at 16.95 h.p., and 20 h.p. Both powers of engine are fitted to a chassis of 10ft 3in wheelbase and 4ft Bin track, and the 20 h.p. only is also available in a long chassis of lift wheelbase, which will carry a sevenseated limousine body of the most luxurious type. An outstanding feature of the chassis is the independent springing and steering of each front wheel. Though so in advance of contemporary practice, the Alvis system has long passed the experimental stages. The design has been developed from that used in Alvis racing cars since 1925, and which has contributed much to the Alvis record of success in international events. It has thus received a thorough testing under the most arduous conditions. The essentials of the system as exemplified in the “Crested Eagle” consists of a single transverse spring rigidly mounted at its centre to a chassis cross member immediately behind the radiator, to the extremities of which are attached forgings carrying the stub axles of the front wheels. These forgings are supported at their bases by stiff triangulated radius members which incorporate frictional shock absorbers. The front axle being eliminated, each wheel can rise and fall without communicating movement to its fellow, and its travel being constrained to a vertical plane, undesirable gyroscopic re-actions which are a fruitful source of “wheel-wobble” cannot arise. Each wheel is steered independently to a track rod which runs behind the engine, so that it is virtually impossible for road shocks to deflect the steering or be felt at the steering wheel. This system reduces unsprung weight to the minimum, affording extraordinarily smooth suspension, with directional stability and road-holding qualities that are unattainable in conventional designs.

The chassis frame is distinguished by a central cruciform cross member which offers the utmost resistance to distortion. The deep side members run straight and at a low level until they are upswept over the rear axle, and there is ample space for coachwork of luxurious type. The fully-floating rear axle is underslung from semi-elliptic springs no less than 57Jin. long. The six-cylinder O.H.V. “Crested Eagle” engine is identical in its essentials with the well-known “Silver Eagle” power unit. The latter has given such eminently satisfactory service that only detail improvements have been found necessary or desirable. The engine is characterized by a clean external appearance of the utmost accessibility of its component parts. Leading features of its specification are three S.U. carburetters; dual ignition by coil and polar inductor magneto; pump water circulational camshaft and auxiliary drives by duplex selfadjusting chain from rear end of the balanced crankshaft, which is supported in four bearings and fitted with a torsional vibration damper; and threepoint mounting on Alvis patent flexible conical rubber bushes.

The transmission is through a Wilson pre-selective self-changing gearbox specially designed for the “Crested Eagle,” providing four forward speeds and reverse, which in similar manner to the engine is three point flexibly mounted. A tubular cardan shaft of large diameter, with metal universal joints, conveys the power to the fully floating rear axle. The brakes are of the Alvis patent self-energizing type' which, since they were introduced on the Alvis “Speed Twenty,” have become famous by reason of their remarkable efficiency. The shoes operate in 14in diameter ribbed drums, and are actuated by cable both pedal and hand lever applying all four brakes. A one-shot chassis lubrication system and permanently attached mechanical jacks are features which contribute to ease of maintenance. Throughout the chassis the clean and sturdy design and accessibility of parts which typifies Alvis design is evident. The 16.95 h.p. or 20 h.p. standard 10ft 3in wheelbase chassis, and the 20 h.p. chassis with lift Oin wheelbase, are each priced at £550.

Three styles of coachwork are offered. The four-light saloon with fabric head and sliding roof has roomy accommodation for five persons, with bucket seats in front and a central folding arm rest to the rear seat. The price is £750 on either the 16.95 h.p. or 20 h.p. chassis. There is also a six-light all-panel-led saloon of smart and dignified lines, with sliding roof and accommodation similar to the four-light saloon at £750 in 16.95 h.p. or 20 h.p. types.. The seven-seated six-light limousine, which is supplied on the 20 h.p. long chassis only, is a superbly appointed car of the most luxurious type. A partition with a winding and tilting window is fitted behind the driving seat, and the two occasional seats face forward. The price is £B5O, remarkably low for a car of sucl impressive appearance, luxurious accommodation and high quality. Alternatively the car can be supplied as a seven-seated saloon, without the partition, and with either one-piece or bucket front seats, at £B3O. Prices listed refer to the English market.