MOTOR AND CYCLE

Taranaki Daily News, 11 February 1928, Page 8

MOTOR AND CYCLE

THE GRAND PRIX. THE FORD BATTLE.

(By

Edwin

Campbell.—Copyright,)

London, Dec. 22. The Automobile Club de France, after consultation with its trade supporters, lias announced that it will not hold a Grand Prix race next year. It is not the first time that this has happened, but the situation is novel in that the contest now forms one of a series, instituted by the Federation of National Automobile Clubs, and intended to decide the world’s championship. Its suspension, therefore, would appear to involve the suspension of the championship during 19'28. The present holders are the Delage firm, who recently announced the sale of the ears with which they had secured their success. Without .British And French trade support the races to be held in Italy, Germany, England and America next year would scarcely be worth considering, and so it is certain that great efforts will be made to induce the French trade to alter its attitude—the A.C. de F. being merely an echo of the French industry’® desires in the matter. From any point of view I cannot see that the affair is one of national consequence. Racing events of the Grand Prix character have very little practical value to-day as compared with a dozen years back, and while success no doubt has it® reactions on the sales of the ordinary models of the winning firms, the fortunes of recent participants in general offer little evi-. denco of remunerativeness equal to the, racing has served its purpose in developing the modern motor car, and unless it can continue (merely as a sporting, spectacle its end is at hand, It is- stated that the French club (will run instead a race modelled on the lines of the old Tourist Trophy series, in which engine power and fuel allowance were restricted, and entrants were bound to list and supply the public with replicas of their competing chassis. In a word, a race for commercial models, which Grand Prix races are not and cannot be. If that be true the change will be all to the good, albeit the French idea of what constitutes an ordinary or standard motor ear specification is a.pt to lead to remarkable interpretations if such will favour French competitors. There is undoubtedly a considerable section of motorists in this country, and doubtless also in France, who are interested in standard car racing, and who are influenced in their selections by its results. And as it is more than likely that the industry in both countries will require all the assistance possible in the matter of propaganda to make sales square with production programmes, the R.A.C. would be well advised to follow the lead of the French club and industry so far as its projected road race in Ireland or the Isle of Man is concerned. FORD CO. AND GENERAL MOTORS. Advices from America suggest that the new Ford model is the outward and visible sign of a great battle to a finish impending between the Ford and General Motor interests, who between them have shared the bulk of prosperity of the American motor industry for many years past, Ford is said to have stated that he has sunk £'20,000,000 in his new model, and yet American expert opinion is by no means decided as to his prospects of success. It seems to be agreed that there is not room enough on the earth for these two warring spirits, and that Ford will either win or “bust.”. And his “busting,” we are warned, would cause serious repercussions in every motor market in the world—a prospect which the British motor industry at least will regard without excitement. It is admitted that the whole situation turns on the terms of trading adopted by the rivals, although one would imagine that a four seater 25 h.p. .car selling at £75 should not require much boosting. It is again suggested that Ford, as soon as hi® contract deliveries begin, intends to put into operation a purchase scheme by which a payment of £3O down and monthly instalment® of £2 10s will not only secure a Ford car for 1928, but also a new model for 1929 conditional on a continuance of the monthly instalments. . Further it is indicated . that .unless ,he can offer some such terms he will not be able to make good. What sober people here think, however, is that if he disposes of his output in America —the scheme is not to operate elsewhere —on such lines his difficulty will be to make good financially. TCis a pretty quarrel as it stands for all but those engaged in it. NURSING THE CARBURETTOR. Recently I alluded to a somewhat mysterious yet cheap and simple device to be added to a ear engine, between the air intake and the carburettor, •which, is was claimed, would cure all the ills from which earburation suffers. And from the vague particulars vouchsafed I had t<; conclude that its principle was catalytic—that is to say the heat necessarily involved in its operation was produced by the influence of some great agent which itself did not change and .was not consumed. I how see that I was mistaken, 'but also, I must add, that the. claims for the device specifically excluded the use of the engine heat, which, actually, is employed. Plainly put the device is just a thermostat, such as is used in incubators, interposed, as stated, in the main air intake, which surrounds the exhaust manifold. The thermostat is set so that until the temperature of the air entering the carburettor through an open valve reaches 100 degrees fahr. no other, source of air eupply is available. When it rises above that point a cold air valve begins to open, and as it opens it closes the hot air valve, so that a game- of see-saw is carried on with the result that . the carburettor is kept supplied with air at or about 100 degrees fahr. so long as the engine is running. Needless to say that scheme in no way decreases the principle difficulty in earburation this weather—starting np from cold. And

so it falls very far short of the claims made in the statement sent me, which induced me to discuss it. I havt, n 0 doubt that the supply of air at a constant temperature, if that can be kept sufficiently high, will lead to fuel economy, but I am old fashioned enough to complain when T am misled In my avocation -esc fi Ttudent ; ahd interpreter to the public of motor car tceWnit-i >•

TRAILER CARAVAN. No more enjoyable acquisition to the motor car has ever been invented than the trailer caravan. It. enables carowners to enjoy .some of the happiest days oi their lives when touring or camping, and has achieved wide popularity in England and other countries. The motorist with a trailer caravan can take his family or party of friends and camp where or when he pleases, and spend every moment of his holiday in the open air. They are the ideal means of viewing the country and enjoying the out door sports of fishing, shooting, golf, etc., without the bother of hurrying back to set meals at fixed establishments and where, perhaps, indifferent accommodation is provided. -It affords luxury, and yet simplicity and freedom all combined to provide a form of enjoyment which is possible with no other form of holiday.

Th'o trailer caravan provides a completely furnished home on wheels which can be taken anywhere. They are built specially for motorists and are as superior in comfort to the old horse caravan as the comfort of the modern rnbtor ear is superior to the out-of-date Stage coach. Caravans are constructed in a variety of models, and different methods and fittings have been 'evolved to give adequate accommodation and, comfort to the occupants. The interiors are generally designed and furnished so that they form a separate, complete, cosy and comfortable dwelling by day and by night, No baggage or trunks are required, for accommodation is given for everything necessary according to the number of persons it is fitted for. All culinary and table utensils are provided in rattlepropf lockers, beds in the day time are converted into settee’s or scats, very efficient stoves and food safes are .fitted and every detail is considered to save work and add to . the comfort and pleasures of a caravan holiday. The caravan is not in any way detrimental’ to tlio car which pulls it..

THE PROPER LUBRICANT. 1 TAKE THE ADVICE OF EXPERTS. The new owner may bo assailed by many doubts as to the proper lubricant for use in his ear. There are so many brands of oils on -the market that it is, quite naturally, difficult for the car user to come to a decision as to which it will be best for him to use. He knows, or hp should know, how very important it is that ho should start right in this matter of lubrication, because on proper lubricant, and the correct application of it, depends the efficiency of the machine and its long wearing properties. An unsuitable lubricant may lead to all kinds of trouble, and any type of make of engine has some inherent characteristics which require special treatment in the matter of lubrication and in the nature of the lubricant employed. As a general rule, and one safe and quite correct to follow, it may be said that the lubricant recommended by the makers of the ear is the one with which the greatest satisfaction may be obtained. At any rate it is obviously right to rely on the experience of the engine maker, whose interest it is to. ensure proper conditions for his engine’s operation®.

But the market is full of all kinds of lubricants, and the appeals made by the oil refiners to the motorist may well cause the novice to wonder where, exactly, he is, There is no doubt at all but that any engine can be efficiently lubricated by quite a few different lubricants, and it may be that, although the car makers have decided to recommend one particular brand, for purposes of simplicity or for out-standing value in result, there are some brands which can be used with efficient results. It is here that lubricant makers—the acknowledged reputable oil companies—can come to the help of the motorist. It may often happen that he is obliged to get, away from home perhaps, some brand other than iho one which he has consistently and successfully used from the first putting into commission of the car. It will then be a great advantage if he has taken precaution to acquaint himself with the grades of other reputable brands which are recommended for his car so that he can ask for an oil which he knows will be all right for his engine, and not to be dependent on the whim or fancy or even interested advice of the wayside garage. The big oil firms who have made a careful study of motor car engine lubrication have tested out their various' brands on all the well-known cars, and have got results which have enabled them to recommend one or other of . their grades for particular vehicles. They have even gone further than this, and have experimented with various engines and have in many eases actually graded and blended special brands for individual cars. The results of their experiments they have compressed into tables which give all the best-known and most popular ears, and the grade of oil most suitable for them. Further than this they have recommended brands for winter and summer use, and it may be taken as safe advice that if the motorist abides by these recommendations of the reputable firms—firms whose names are household words in the motor world they will find that they are getting better results in economy, power and cleanliness. This matter of cleanliness is one of importance. An oil may be a thoroughly effective' lubricant in one engine while in another it may cause no end of trouble through carbonisation and smoke. This may be due to the fact that some engines develop much greater local heat than others, and require an oil with a very high flashpoint. A lower flashpoint oil might be most suitable for another engine. These tilings can be learned and determined by experiment by the user himself. But the lesson may be a-dear one, entailing much expense in frequent decarbonising or in wear .and tear of the engine, or in a variety of other ways It is a long and costly procedure to keep experimenting with, lubricants, and one which may well be left to the engine makers and oil refiners. BfRTLES' EXPLOITS. FROM ENGLAND TO AMERICA. The latest news of Francis Birtles, the Australian pioneer overlander, who is motoring alone from England to Australia, about 16(090 miles, is- from ■Calcutta, India; whefei-he arrived safe!jv on •: Sunday, Jan.'Sthl'He hAs”had a thriljifig,

but nerve racking experience in getting through to thisu point, but his bush training and hardships he has had to undergo previously in Australia, have given him the necessary resource and courage to negotiate the difficulties of such a trip successfully. In crossing Persia, ho was caught in blinding snowstorms and on one occasion while he was sheltering, brigands bore do-wn on him •armod with Old-fashioned gwne loaded with' scrap iron' and robbed 'him of hk

blankets. The exposure to the severe cold of this section of the journey, necessitated his spending Christmas Day in' hospital at Quetta, India, after which h® made good progress. He intends continuing his journey vii North Bengal, Burma, and Malaya, which will be one of the hardest tests of th. tour, the country being wild and hilly jungle and inhabited by very savage tribes—then by water tc Dsirwin and overland to Melbowne,