Motordom

Southland Times, Issue 22490, 26 January 1935, Page 12

Motordom

News and

Notes.

OF GENERAL INTEREST ON THE ROAD AND ON THE WING. THE LATEST HAPPENINGS. Accommodation for Cars. Some facts about the new French liner Normandie, published in the Manchester Guardian, reveal not only the lavish scale on which such liners are constructed, but also the possibilities which their size may provide. It is suggested, for instance, that a mild form of motor racing might be indulged in on board, for the sun deck has a clear space of over 300 ft by 75ft, and there is a promenade deck on either side of the ship 900 ft long and 20ft wide. There is accommodation for 100 cars, and also a large range of dog kennels, with a special dog promenade and washing pool. “Running-In” The Engine. No less an authority than L. Mantell, technical editor of one of Englands leading automobile journals, has stirred up a hornet’s nest by reviving arguments as to the most effective method of “running-in” a new engine. Mr Mantell has for many years propounded the theory that one should, in popular parlance, ‘‘belt the engine” until just before seizing point in order to make a good job of “running-in.” In his latest article on the question this very clever journalist defines a theory as “something which cannot be proved, but is often employed to cover lack of knowledge”; but it seems probable that, despite his theories about how a boundary layer (immediately before seizure) can be developed, he in his own private car of cars goes through the same old cautious process of “stropping” the bearings adopted by 19 out of 20 misguided fellows who fear they will ruin their machines if they drive faster than 30 m.p.h. during the first 500 miles. Overlying all arguments on theory is the undeniable fact that no living driver is capable of running an engine for any appreciable period at “just below” seizing point, and as a consequence, though Mr Mantell’s theory may have been proved to the full by laboratory experiments, the man who has recenly parted with £5OO for a car will, and always should, take the safe course until such time as someone will guarantee to do the job thoroughly by the shorter route. Concerning “Motor Accidents.” The reason for giving inverted commas to the term “motor accidents” is that this term, so glibly used, is in many cases < mere form of words, employed by habit without any intelligent attempt to choose words which describe the circumstances, says a London writer. If a motor car and. a pedestrian are involved in an accident, that accident is as much “a pedestrian accident” as “a motor accident." But the term “pedestrian accident” is never used. Nor do our newspapers print such headlines as “cart accident”. or “cattle accident” if a motor vehicle comes into collision with a cart or .with cattle. No! every accident in which a car is involved is described in popular speech and in print as "a motor accident.” This unintelligent habit has serious psychological results. It is an easy, if stupid, assumption that every "motor accident” is an accident for which a motor vehicle was to blame. In the same way there is a careless habit of referring to people scornfully as having been “mixed up in a divorce case,” without any attempt to indicate whether they were the offending or the injured parties. The mud is flung indiscriminately. If this careless use of words amounted to no more than words, no great harm would be done. It would merely be evidence of the failure of compulsory education. Unfortunately, however, it has created a prejudice among those too mentally lazy to study facts or figures, and this prejudice inspires the insistent minority demand for still more repressive legislation against motoring. About Speed. “The Book of Speed.” With contributions by Sir Malcolm Campbell, Major-General J. F. C. Fuller, Captain Sir Arthur Rostron, Colonel P. T. Etherton, Commander Stephen KingHall, Captain Geoffrey de Havilland, Captain G. E. T. Eyston, Flight-Lieut-ant G. H. Stainforth, Engine Driver C. Peachy, and others. With coloured frontispiece and 150 photographic illustrations. London: B. T. Matsford, Ltd. Speed and the reaching out after still greater speed takes such a large place in modern life that it is not surprising to find frequent accessions to the literature of the subject. But in presenting this symposium of speed of many kinds—by road, by rail, by sea, by air—Messrs Batsford have rendered a real service by showing an aspect of the subject sometimes neglected in the enthusiastic consideration of such other aspects as the adventurous or the mechanical. This new aspect for it comes almost as a new idea to many people—is the sheer beauty of speed, or perhaps more strictly speaking, of some of the things by which speed is attained. Although this book is so notable on the literary side by bringing into collaboration many of the most famous exponents of speed, each writing on his special department, it is primarily “a picture book of modern achievement.” No other book that we have come across gives anything like so fine a collection of speed photographs that are at the same time pictures in the highest artistic sense—magnificent alike in the graceful forms they portray, in the play of light and shade gained by skilful selection of viewpoints and moments by the photographers and more interesting also for the way in which they give us new angles on some familiar subjects. Especially would we commend this book to the careful study of both the photographers and “art editors” (real or so-called) of some of our daily newspapers. The collection of photographs brought together in this production of a publishing house so well known for its expert handling of art show clearly that photographs of the “action” or “news” variety can also be very beautiful pictures if only sufficient trouble and skill are employed in the taking and presentation of them. Unfortunately, many of the. photographs of current events published in the daily newspapers, though conveying information as statements of fact, are trash pictorially. The photography of speed is a thing that can produce very beautiful results; this “Book of Speed” is a revelation of its possibilities; though here, as elsewhere, beauty is not the same thing as prettiness. There is. for example, nothing pretty in the spectable of a German military aeroplane falling in flames or of a mid-air crash between fighting aircraft; but as a study in chiaroscuro (the patterning of light and shade) such a subject can be magnificent, as this book shows in more than one example. The numerous large plates are finely

produced in a photogravure process which suits them admirably. They include pictures not only of aeroplanes in flight against wonderful backgrounds of cloud but also of express trains dashing through the night, of ocean liners and other craft speeding over spangled seas, of motor cycle speedway riders raising clouds of dust, of Sir Malcolm Campbell’s “Blue Bird” and other racing cars, and of the Graf Zeppelin. Certainly such a book as this, with its galaxy of famous writers and its long picture gallery would be excellent value for money at a much higher price than five shillings.—“ Austin Magazine.”

WARMING UP AN INTERESTING SUBJECT. | PISTON WEAR. The subject of warming up, admittedly does not sound a particularly thrilling one, but in the light of recent research work, car drivers should have a rather better understanding of-what is involved in the so-called warmingup process. Rather unfortunately for their cars, there are many motorists who hold very definite views upon the efficacy of their own particular methods of warming-up. Such views are not easily influenced, and it is realized that the comments we are about to offer for the consideration of our readers may not be readily acceptable in certain quarters. Really, however, this warming-up business, as commonly understood and practised, would often be better omitted altogether from the routine of the motorist. “I have my engine running in the garage for ten minutes every morning before I go on the road,” says Mr X when explaining that he can hardly be blamed for the early development of a piston knock suggestive of worn cylinders. Causes of Wear. Now let us be frank with Mr X and equally frank with ourselves. Certain problems arising out of cylinder and piston wear in motor car engines have been worrying the experts for a very long time. It has been known, for example, from a wealth of practical experience, that engines which are frequently started and stopped—thus rarely attaining normal working temperature—are subject to excessive wear in those vital components, the pistons and cylinders, and it has been supposed that the primary cause of this has lain in excessive use of a rich mixture from the carburetter, such as is customary for a start from cold. For various reasons, which need not be detailed here this theory has not always held good in practice, and the whole subject has recently undergone intensive research by the Institute of Automobile Engineers, as a result of which some very interesting facts have come to light. Cold Engines. The cold engine theory has been definitely confirmed, but it has also been found that the resultant wear has, in fact, very little to do with carburation. Doubtless it has been observed that when a motor car is first started up from cold the exhaust gases, ejected from the tail-pipe of the exhaust system, contain an appreciable amount of water. The explanation is that the products of combustion in the cylinders give rise to the formation of moisture, which condenses on the cold surfaces of the still unwarmed exhaust system. With a car which is thoroughly warm, water is no longer present in the exhaust gases. Just as water has shown its presence in the exhaust of a cold engine, so has it been present also in the engine cylinders, the moisture condensing on the cold cylinder walls. Now the presence of water in the cylinders, by itself, is not a cause of trouble, for water, under suitable conditions, can be quite an efficient lubricant. Let us consider, however, what other agencies there are to contend with in the products of combustion. Nitric acid, sulphuric acid and carbonic acid may all be formed within the cylinders so long as water in a liquid state is present. These acids are not in evidence, however, when once the temperature of the cylinder walls has risen to the point where further condensation of water becomes impossible. Here surely is a very interesting, as well as a very vital, fact, for it means, in so many words, that a certain amount of harm is done every time an engine is started up from cold, and that corrosion will cease only when the temperature of the cylinder walls is such as to prevent the formation of water by condensation. Thus it will be seen immediately that a slow warming-up process is to be strongly deprecated. The moral is to get on the road and away almost immediately after starting up, as an engine under load will obviously warm up more quickly than one which is running light, even at fast tick-over speeds in the garage. The Oil. It is realized that this _ practice apparently does not take into account certain other considerations, . mainly under the heading of lubrication. The principal of these is the presence of cold and viscous oil in the sump, and the possible ill effects of not getting oil in such a state on to the working surfaces where it is required. Here, again, however, the Institute of Automobile Engineers’ Research Department comes to the rescue in pointing out the lesser of two evils. In any event, let it be borne in mind that the modern car engine has most of its important bearings fed directly with oil under high pressure, and that the oil is in the bearings to do its work almost immediately upon starting up. Finally. The chief point in this respect is to believe implicitly in the lubricant advice given by the car manufacturer, and to pay particular care in regard to the grade of lubricant recommended to suit summer and winter conditions. In conclusion, we would call attention again to the importance of conserving heat in engines by every means possible —radiator muffs, thermostats, or a rug thrown over the radiator when standing, will all help very materially, for although the advice given here is to warm up as quickly as possible, keeping warm is even better adyice, for reasons which will now be obvious.

A CHARACTER STUDY MR L. HORE-BELISHA. BRITAIN’S TRANSPORT DICTATOR. Here is a critical character which appeared in the “Morris Owner” of England’s transport dictator, Mr L. Hore-Belisha, M.P. He will be in the news! Medium height and of sturdy build, he has a full, clear complexion and rapidly greying hair. In the latter respect he has aged in the last two years. If anything, his vitality, more purposeful now, is even greater. He has secured more publicity than any Minister during the regime of the present Government or any of those immediately preceding it. Is he “publicity mad”?

You might think so—but he has no illusions. Except that he allows his enthusiasm to carry him away—a dangerous thing to happen in front of a conscientious reporter. He sat as a humble Member of Parliament from 1923 to 1931. Came the crisis. A National Administration was formed. This was his chance. From a minor post he rapidly became Financial Secretary to the Treasury. His work during the Budget of 1933 was brilliant. Generally regarded as the obvious apprenticeship to Cabinet rank, he was promoted from this position to be a Minister—the next step before the biggest of the available plums.

The Beginning.

Twelve-years ago nobody had heard of him. There was an election at Devonport. His opponent taunted him with being a “little chit of a fellow.” And the little chit of a fellow replied with a famous defence of youth, which is now included in the anthologies of great oratory. ~ . Now—a few days ago—a discreet secretary said to me, in a suitably impressive voice, “Will you wait a moment—l will see if the Minister is ready for you.” The same man, but more developed. More sure of himself, more confident that he has a mission in life. At present this mission is to reduce at all and any costs the “toll of life” on the roads. His name, of course, is Leslie HoreBelisha. . . .

Restless Energy.

When you see him it is a restless proceeding. He stalks furiously up and down seeking for your views, ready to learn—but even more ready to offer his suggestions. He creates the feeling that you can teach him something. He makes you try to tell him more than you know. It was a little while ago when the appalling figures—io him—of August Bank Holiday mortalities were exercising the ministerial mind. He was plainly disturbed. “What,” he asked, “would you do?”

I volunteered one or two suggestions. After each one . . • “and then?” he said. This happened so many times that eventually I had to say that before I could offer any more suggestions without making a fool of myself I must have some indication on paper, in black and white, of the policy of the Ministry of Transport. He agreed, but switched off immediately on to another subject. He looks older than his years. He is not married. Like another famous bachelor one need not mention, it is doubtful whether, being about the same age, he will ever marry now. If he does it will either make no difference at all, or all the difference. It will probably be the latter . . . there are no half-measures with Leslie HoreBelisha.

He is, and this may sound surprising to some readers of The Morris Owner, open to receive and, what is more, study carefully any suggestions made by private owner-drivers. He acts quickly, and if any idea appeals to him as practicable and likely to be of general service, there will be no delay in its being put into action. He does not care for the usual redtape “braking-up” procedure. That is why he is so unpopular among so many Conservative Members of Parliament. He, more now than ever before, has made a success of a career which—there is nothing so uncertain as politics—is full of pitfalls. Officially, he is still second-in-com-mand to Sir John Simon in the counsels of the Liberal National group. Actually he carries much more weight than any non-Cabinet Conservative Minister, which is another reason why he is not only disliked, but feared. Providing he keeps free from personal complications—the snare of so many clever politicians—nothing can stop Leslie Hore-Belisha from reaching the highest office. There was a Disraeli. To-day his politics would almost be those of a Liberal Nationalist. Already, Hore-Hore-Belisha is thought of as a future Chancellor of the Exchequer. If energy, enthusiasm, no objection to personal limelight, a flair for propaganda and personal exploitation, coupled with absolute self-sacrifice—to the extent that he does not pay any attention to holidays or his own comfort—can achieve this illustrious end, Leslie Hore-Belisha will confound his critics, please his supporters and probably, eventually, have even fewer real friends than he has at the moment. But that will not worry him.

A DEFINITE DANGER TREATMENT OF VICTIMS. A man goes to his garage to start his car on a chilly morning. To shut out the cold, he closes .the garage door behind. He gets into the driver’s seat to warm up his engine before backing outdoors. He never backs out. He slumps down in his seat before he is aware that anything has happened to him. Or, maybe, he goes to the garage to work on his car. It is a cool day, and he is more comfortable if he shuts the doors. He tinkers a while and then starts the motor to see if he can still hear the peculiar noise he has been worrying about. Whether or not he has eliminated the noise he doesn’t hear it after the engine ha fc been running a little while. There is also danger from carbon monoxide in closed cars on the road. Tests have revealed its presence in a large percentage of travelling automobiles. It seeps in from leaky exhaust pipes and. while the quantity thus accumulated is not fatal as a rule, there is frequently enough to cause grogginess, headaches and difficult breathing. Many accidents are attributed to the partially incapacitating effects of the gas on drivers. When driving anv considerable length of time,

it is a wise precaution to open the car windows occasionally, or, better, perhaps, stop and get out long enough to fill your lungs with fresh, even though chilly, air. The symptoms of carbon monoxide poisoning, according to the automobile club’s bulletin, “vary considerably, depending upon the concentration of the carbon monoxide breathed, but the ultimate result is usually a red colouration, especially of ears, lips and nails, and a stopping of breathing.” The recommended treatment of victims follows:— , 1. Remove patient from atmosphere containing carbon monoxide. 2. Start artificial respiration immediately if breathing is stopped. 3. Administer oxygen as quickly as possible and in as pure a form as it is obtainable, preferably from an inhalator. Mixture of oxygen 95 per cent, and carbon dioxide 5 per cent, is usually used in these eases. 4. Keep the victim flat, quiet and warm. 5. Afterwards, give plenty of rest. But carbon monoxide is a quick worker. It is not long after one begins to breathe it before any treatment is useless. The best thing to do is to keep the garage doors open when your engine is running and make sure that your sedan or coupe is well ventilated while you’re driving it

PETROL FROM COAL HOPE FOR THE MINES. Not everyone knows that petrol has been bought while still in ships on the Thames at lid per gallon, says a London correspondent. It may be bought to-day at not much over 2d or 3d a gallon. The motor car owner pays 1/3 for it. Between the time it lies m the oil ships at the Thames mouth and the time it passes from the petrol pumps into the car tank, there is 8d a gallon

duty to the Government. There is the cost of transport and distribution; there is the upkeep of beautifully-coloured pumps by the roadside, and there is the profit to the wholesale merchant and to the retailer. These facts have to be taken into account when the subject of obtaining petrol from coal is considered. Imperial Industries have built works at Billingham to extract petrol from coal by the hydrogenation process, but they would not do so until an Act of Parliament was oassed giving their produce preference and protection for ten years. Germany is also producing petrol from coal, and the German authorities are forcing the oil firms to make and sell still more of this type of petrol. Germany is making petrol from her brown coal. This is obtained near the surface by means of automatic diggers, and it costs only 3/- a ton to extract. In considering the question of petrol from coal or tar, it must be made clear that already a large quantity of benzol is obtained from the treatment of tar in this country, but it is obtained by a process which provides other valuable materials. Indeed, the lighter fractions of tar, together with the spirit “scrubbed” from the gas produced by carbonization, provides an excellent motor spirit, and are the source of the 40,000,000 gallons of benzol produced in this country. The creosotes obtained by the distillation of tars from gas retorts and coke ovens can be, and are being, used as fuel oils. The medium fractions of tars produced by carbonizing at lower temperatures are even more suitable as fuel oils. In this connection it is of interest to record that during the year 1933 one home-defence squadron of the Royal Air Force flew solely on motor spirit produced from coal, and in view of the satisfactory results a contract has been placed to cover the requirements of seven squadrons. Also, during the same period, about 2000 tons of

oil produced from coal were supplied! to the Royal Navy; trials of this fuel have been carried out both at the Admiralty Experimental Station and on service afloat.

Present methods of obtaining motor spirit from tar produce • only about three gallons per ton of coal carbonized, but practically the whole of a tar produced at “low” temperatures, and considerable proportions of other tars, can be converted into first-class motor spirit by treating the tar with hydrogen under pressure. It is this process which is under investigation at the Fuel Research Station. Chemical Industries, however, are producing petrol direct from coal by hydrogenation at their Billingham works. In both these hydrogenation processes—petrol from tar and petrol from coal—there is nothing of value left but the petrol and the hydrogen when the process is completed, and the hydrogen can be used again. At the Fuel Research Station there are two laboratory-scale plants working 24 hours a day. The hydrogen is made in another chamber and pumped into the apparatus at 200 atmospheres or 20001 b per square inch. These converters are providing the data necessary for the erection of a semi-commercial scale plant which is being designed to treat 300 gallons a day. The actual converter and all the major items for the plant have been obtained, and erection is proceeding. Research work into the methods of obtaining the valuable by-products of tar, and of producing petrol and nothing else either from tar or from suitable coal are activities which may lead to an important reorganization of the coal industry in this country. Indeed, there are rumours that steps are to be taken by the Government to establish big new low-temperature carbonization plants in South Wales and the Midlands. This should provide for increased employment in some of the distressed areas.