HIGH ROAD AND BY-ROAD

Waikato Times, Volume 96, Issue 15864, 8 December 1923, Page 24 (Supplement)

HIGH ROAD AND BY-ROAD

(By "Crank.") i LETTING IN THE CLUTCH. ( While experienced drivers should I never b c guilty of letting in the clutch j too rapidly when starting from rest or . changing gear, it frequently happens ' that novices either slop the engine or get the car away with a jerk. That this throws undue stress on the transmission may be easily imagined, and to prevent it a simple damping device has recently been provisionally protected by an English inventor, Lieutenant Commander A. E. Scccombc, R.N., which is similar in action to the damping device" frequently used to prevent doors from slamming. The device consists of a pump cylinder pivoted to a bracket attached to (he steering column. The leather cup piston and rod are attached to a suitable clip to the clutch pedal, while the upper '' l|: ' of the cylinder carries a needle valve through which a copper pipe connects me pump oji-, inder to the induction manifold.

When the clutch pedal is depressed to disengage the clutch, no resistance is offered lo its movement, as the air beneath the piston passes by the cup leather to the top of the piston. When the fool is removed from the pedal, allowing it lo rise, the air is imprisoned in the cylinder, from which it can only escape through the regulating needle valve, thus ensuring gradual engagement of the clutch. As the air imprisoned in the pump cylinder does not escape to the atmosphere, hut lo the induction pipe, a rather quicker engagement of the clutch is given when changing speed than when first starting the vehicle from rest. When changing up, the depression in the induction pipe is I comparatively high, as the accelerator I pedal is, of course, released, and I therefore Hie escape of air from the pump cylinder i fi hastened, and a quickened engagement of the clutch follows. As regards changing down, the action of the device facilitates single clutching, but in no way prevents double clutching if the latter is desired. A short run on a car equipped with this damping- device proved that the claims made for it as to smooth engagements are borne out in practice, and with a fierce clutch its use should be beneficial, slates the Auto-car. AN INTERESTING POINT. When is a racing car not a racing car'.' The answer, in France, would appear to be when you want to run it in a race for touring cars (writes '"Spotlight" in the "sportsman.") Almost the only genuine touring cars competing in the various events at the Light. Car Grand Prix meeting were the Vauxhalls and the Bentleys . The two Panhards which won the touring classes in die hill-climb and speed tests were very fast, but would be no more good for touring than a Grand Prix Sunbeam. Jt was the same with ; the llispanos in lh c Boillot Cup. They ' even allowed one of the beetle-backed j Grand Prix Buggatis to run! The His-: panos were very fast, and appeared lo hold lhc road well. Gamier, who made ' fastest, lime, was wonderfully consistent, in his lap limes. fen lu]>s lie never varied more I nan '.'> i seconds, and but for his II Hi lap lie would have won the Boillot Clip. Pisart, who won,' was even better, his fastest lap being 2.'i min. :: I sec. and his slowest 2."), min. 2d sees. In the light car race ' Segrave, [ should think, established ai record which will lake a lot of beating.! His eighth, ninth, tenth and eleventh ] lap limes were respectively 19 min 26. sec, 19 min. 27 sec, I'.) min. 27 sec, j and 10 min. 27 sec It shows what a j first-class driver can do with a perfect > car like the Talbot. As regards acceleration, it was interesting to note i that the English cars were always the ; best. It may have been, of course, l that our drivers are belter at making racing starts, as they have more practice at. Brooklands and various hillclimbs. At the start of the Boillot Cup however, I put the watch on several' cars for the first 100 yards or so, and; found that Coo's Vauxhill was better than the Pugeots and equal lo the best \ Hispano. Duff's Bentley was only 15 of a second slower and better than the j Chanard Walckers. The Bignans were; not at all good. . ; , NOTES. ! The success of certain 750 c.c.; Continentally built four-cylinder small ears, and at any rate one British car with an engine of the same capacity, will, within the next few months, be; followed by the introduction of a num-; her of new British designs built on the same lines. In a proposition of this kind, however, it is essential that the size and weight of Hie complete car should be reduced in common with the engine dimensions, in order that the finalities of low-running and first costs, liveliness and hill-climbing may not be sacrificed (says the "Light bar and] Cycle-car."). Those constructors who are courageous enough to produce a! machine of this type are always faced' with the suggestions and criticisms of! those people who would wish to see a] few more inches added to the body in this and that direction, and a whole j host of other additions incorporated! which in the sum would spoil this type. Such luxuriation is to be deprecated. WHEN THE LIGHTS FAIL. What would you do if your lights' suddenly failed? Luckily electric lighting systems arc very reliable, but this is in itself a danger, for not one car-owner in ten thinks it necessary to lake the trouble to learn how the system operates. Po, when he does have lighting troubles, he has not the least notion of what to do (writes the motor editor of an English journal). The inconvenience of lamplessncss, if I may coin the word, is the first thing Unit jumps to the mind. Driving without a light is unpleasant, and liable to bring one into unwanted contact with the police. But the most important consequence of lamp failure! is the danger to the public, and that' must be avoided at any cost. It is not ! much trouble to carry a little drf'bat-tery-operated hand lamp or torch with which to signal "danger" to other traffic It should preferably have a red glass, But, whatever means you lake you must let oilier road users know your car is (here. Lighting! matches when another vehicle is heard approaching is belter than nothing. Possible Faults. Having provided for this, the next, important point is how lo put matters right. Well, there are only a few pus-1 sihle causes of Hie failure. A ~iain' r " so may have ".'down'' or a battery connexion come adrift. ] n [|, c )a |,,,',. eveni iii,. r ,: may m . mav nol bc as j lort | circuit. ,

T " 1, •"' ,, ""• ranll you most ao rarc . r,1,1 . v ~v' 'l ' *-««-!■ circuit. Pr () bab| v the |l, ' ;| one you 1.-ifkl.- will show win the current is mil flowing. Look |,/ ||| ( . battery terminal, firsl of all ; ,nd (hen In Hie connexions in fhn junction hox W.u can leave the dynamo alone uc "

cause even if it were disconnected the batteries would not fail suddenly for that, reason. They would run down gradually. The wiring system seems complicated and that is why it is better to get a sound idea of Hie. layout at home in daylight. But actually each circuit is little more difficult to understand than a domestic electric bell, What a "Circuit" is. Bemcmber that an electric current will not leave the safe harbourage of the battery unless it is sure of getting home again. Even a burglar provides a get-away. In other words, there must be a perfectly definite metallic path from one battery terminal via the various lamps or other instruments in the circuit back to the other terminal. All you have to do is to make sure that this path is not broken at any point. Trace out, say, the circuit for the side-lamps. A wire goes from the battery to the junction box, which is simply a device to avoid festooning the battery itself with leads. From Ihis box another wire will go to the side lamp switch and the fuse of that particular circuit. Examine both, and replace the fuse, if "blown," with proper fuse wire. Failing this, a single strand, or perhaps two, of the thin wire of which "flex" is composed will answer temporarily—but only temporarily. Incidentally, you should try to find out at the first convenient moment why the fuse went. There's a reason. Make Sure of the "Earth." From the fuse a wire will go to one terminal of each side lamp. The current then goes round the filaments to the other terminals, which will probably be connected to the metal of the car frame. This is often used to provide the return path to the battery, so you must finally make sure that the second battery terminal is itself connecled to the frame, or-"earth." Having followed out this one circuit you will be unable to trace them all. for all are theoretically the same. In the case of sudden failure, however, it will not be necessary, for the fault is almost certain to lie in the actual battery connexions. "THE CARE OF YOUR CAR." We have just received a copy of the above splendidly got up booklet, and after perusing it, we consider it should be of great use and interest to the motorist. Between the covers of this booklet, which comprises 72 pages, one reads the story of Correct Lubrication, beginning with its meaning in pounds, shillings, and pence; and ending with a definite lubrication recommendation for every make of motor car, motor truck, and motor cycle, as determined by the Vacuum Oil Company's Board of Automotive Engineers. The development of the special grade of oil to suit all conditions of service is explained I herein. Each page is devoted to a simple explanation of some particular point about the Correct Lubrication of Hie motor engine. These explanations are accompanied by instructive illustrations which help the reader lo visualise what he has read. livery motorist will appreciate this booklet, a copy of which will lie sent free upon request to the Vacuum Oil Company Fly., Ltd.