HIGH ROAD & BY-ROAD.

Waikato Times, Volume 107, Issue 17982, 29 March 1930, Page 11 (Supplement)

HIGH ROAD & BY-ROAD.

EXACTING TESTS.

Recently in Victoria, Essex the Challenger was submitted to some very searching tests for roadability and came through with flying colours. Mr A. H. Cheetham left Wangaratta on February 7 at G. 28 a.m. and arrived in Melbourne at 11.10 a.m., covering the distance of 14,7 miles in 4 hours 42 minutes. The average speed maintained was 31.2 miles per hour. The petrol used was 4 gallons 7 pints, an average of 30.1 miles per gallon. The highest speedometer registration was 55 miles per hour. This test, as were all others which followed, was carefully observed. Another test was carried out 'by Mr J. Montgomery, with a passenger, who left Hamilton and went to Melbourne via Ballarat—lß2 miles in -4 hours 24 minutes; average speed 41.3 miles per hour. An Essex roadster, driven toy Mr E. Anthony, with a passenger, covered 19G miles from Horsham to Melbourne, via Glenorohy, in 4 hours 29 minutes, that is a distance of 196 miles at an average speed of 43.9 miles per hour. A three-mile sand test was conducted by Mr Noel Duckett, whom Essex the Challenger puiled through 3 miles of continuous loose sand between Rye and Sorrento Back Beach. Messrs S. W. Jenkin and A. B. James broke the Mildura-Mel-bournc road record toy 36 minutes, covering the distance of 378 miles in 8 hours 32 minutes. The previous record was 9 hours 8 minutes. The average speed was 44.8 miles per hour. One hundred miles of the road is loose sand. The Melbourne Herald conducted tests with Essex the Challenger, setting three new acceleration records and a new flying mile record. The acceleration test from a standing start was as follows: —0.25 miles per hour (1 and 2 gears), time 29-10. sec; 0.25 miles per hour (1, 2 and 3 gears), time 3sec.; 10.30 miles per hour (high gear), time 5 7-10 sec. Wheeler’s Hill test (standing start) ; 0.50 miles per hour in 513-10 sec.; in high gear, from 15 miles per hour to 48 miles per hour in 51 3-10 sec. Only one other car, which was a high-powered eight-cylinder model, has ever attained these figures on this hill. The surface at the time of the test was in a very rough and toad condition.

ELECTRICAL BRAKES. A patent has recently been granted in England in connection with brake operation on motor vehicles that is likely to prove of considerable value. It is the invention of two engineers connected with the Birmingham Tramways. Electricity is employed in the new apparatus which is intended as an alternative and additional means of applying the existing brakes, leaving the orthodox hand and loot controls free to be operated in the usual man- ! ner. Thus the driver is given the op- j tion of power operation or manual j operation. The heaviest motor vehicles j —it is claimed —may have its full brak- j ing power either gradually or instant- j ly applied, with no more physical ex- ' ertlon than the movement of the driver's linger. The devise may be j used for the operation of the foot- J brakes or the hand brake, or both I brakes combined, and may be applied as gradually as may be desired and released without removing either hand from the steering wheel. Electric current is supplied from the ordinary accumulator or from a special generator. The current is then taken through a series of graduated resistances to an electro-magnetic solenoid supported on the underframe of the car. The core of the solenoid is attached to a lever on a special crossmember, which is mounted in the chassis frame just behind the normal brake cross-shaft. There are other levers on the additional cross-member which are connected to the levers on the normal cross-member by adjustable rods. I Thus, movement of the core of the ; solenoid is transmitted to the brake i levers and. finally to the shoes. The | controlling switch is mounted on the steering wheel and is in the form of a second ring within easy reach of the fingers. Operation of the swatch cuts out the resistances, one after another, until current passes direct from the battery to the solenoid. Gradual movement of the switch results, therefore, in gradual operation of the brake while quick movement applied full braking power immediately. An adjustment of the brakes is possible, so that the foot brake may be applied in advance of the hand brake, or vice versa. An alternative control can be arranged by cutting out the resistance by the movement of the brake pedal, in conjunction with the simple contact switch placed on the steering wheel. So long as the switch is open the brake will be operated in the ordinary way by pressure of the foot, but as soon as the switch is closed the brake immediately becomes power-operated. The current consumption, it is stated, is not excessive. On a popular type of 12 h.p. car to which such brakes have been fitted, all four brakes were fully applied by a little less than 20 amperes from the ordinary 12 volt batI t.ery, which is- only fractionally more than the total consumption of the lighting equipment. The idea of such apparatus for operating the brakes seem a very good one; in these days of fast moving vehicles, positive and instantaneous operation of the brake becomes a matter of vital importance. The ability to apply the full braking power at a moment’s notice, without effort, is a very desirable feature and one that would be appreciated by all automobile owners or drivers.