MOTORS & MOTORING.

Dominion, Volume 8, Issue 2371, 29 January 1915, Page 9

MOTORS & MOTORING.

[Dr CwjTOK.l

A Big Trip In a Small Car. A strenuous journoy was recently undertaken by Mr. H. W. Lawrence, of Johnsonville, in an English-made 8 h.p. twin cylinder light car. Leaving Wellington by the Manawatu route, Mr. Lawrence went to Rotorua, via Napier, and returned via Cambridge, Te Kuiti, Mokau, New Plymouth, and Wanga*nui. In describing his journoy, he says: Town was left at 8 a.m. on January 11, and the Square, Palmerston, was reached at 12.20, after a non-stop run of 4 hours 20 minutes. Palmerston was left at 3 p.m. and Hastings reached at exactly 8 p;m. Next day was spent running round Hastings and Napier. The latter town was left at 10 a.m. on the 13th for. Tanpo, and a fine run was made to Titiokura. The little engine made no bones about this hill, taking the whole lot on the second gear without a murmur. The scenery from here onward is grand in tho extreme, And the road Very rough in places. Taupo was reached at 6 p.m. On the road from Napier to Tanpo it is prudent for a light-car traveller to obtain water for the radiator wherever possible, _as much ground has to bo covered in places in which no water is' obtainable. Taupo was explored on the morning of the 14th, and then a Btart was made for Rotorua. Wairakei was visited en Toute. and the Huka Falls much admired. About a mile from Rotorua our first trouble arose in the shape of a broken Valve spring, but this was replaced by a spare and pre. gross waa again made after half an hour's delay. Rotorua was reached at 4 p.m. On Saturday, the 16th, Rotorua Was left at 10 a.m. for Te Kuiti, via Cambridge and Te Awamutu. From about ten miles from Rotorua to Tirau the road is atrocious. Huge ruts run at all angles across the track, and there are also tree stumps in places to strike one of which end-on would mean a smash up. The ruts wore negotiated at about four miles p6r hour by turning the car sharply in the direction the ruts ran, and as soon as the front wheels were in slew them round on the other lock. At Tirau the roads are perfect and a good run was > made to Cambridge. From Hangataiki to Te Kuiti I cannot even think of the road without being tempted to use unparliamentary language. For miles there are lumps of limestone rock as big as one's head, and no binding whatever. To Kuiti was reached safely at 6 p.m., and inquiries were set on foot as to the possibility of through to New Plymouth. One person interviewed, strongly advised us not to attempt it, and to back up his opinion ho said he saw a very large car come through all on fire through tho gruelling it had had. Another man said if we happened to strike rain we might be hung up for days. Te Kuiti to Waitara. . . ' • After sifting the evidence it was decided to run tho risk, and a start was made on the 17th from Te Kuiti at 10 a.m.' for New Plymouth. For some few miles out the road was fairly good, but things got .worse and worse the further wo got out, naked boulders nearly as large as a benzine tin sticking out of the track in some places. Huge gullies ran across the track, and sometimes the little bonnet of the car took, a dive and we wondered if Bhe would rise again whole, but she weathered it and took her gruel well. One thing we had never on our mind was, Shall we be stuck for power P She took the big Taumatamaire hill (about nine miles stiff going) on second the whole way. The scenery along this track is grand in the extreme, and well repays the trouble one has to. go to. Awakino was reached about.2 p.m., when the going improved. As the ooast is approached a magnificent panorama unfolds itself, then- the mouth of the Mokau River is reached and crossed in the ferry. This ie another of New Zealand's delightful and enchanting spots, but unfortunately owing to the difficulty of access to the_ mass of the fublic its beauties are enjoyed by few. Rom here on to the Mount Messenger the running .is fair to good, but this hill ,was approached with a feeling somewhat akin te awe, as we had heard of its, awful grade and suiface. However, the car trotted up the lot on second gear, and we were at the top before' we were aware of it. Coming down this side we ran into some soft papa', and the car sunk in up to the rear axle. We had to get out, and by tamping down the plastic papa and using some fern we got the wheels out again.

After leaving Mount Messenger we sunk again in a road that, had recently received about two feet of 6andy clay on top. By the aid of some planks we got going again, and all was good going to Waitara, where the night was put in. Next day (Monday) New Plymouth was explored, and a move made for Wanganui.at 3 p.m. Tea occupied about one hour at Hawera, and Wanganui was reached at 9.80. On Tuesday town was reached at 4.30 p.m., after a run of 5£ hours from Wanganui. ' The whole trip of over 900 miles was done on four cases of benzine and one gallon of oil, two new tyres were on the back wheels to start with, and an old retreaded one on one of tho front wheels. No punotures or tyre troubles. occurred, except that the old retreaded tyre was about to collapse on the run down to Wellington. It was then taken off and thrown away, and one of the spares fitted. Mr. Lawrence states that he believes this is the first time a light car has tackled the trip from' Te Kuiti to New Plymouth. He found the badge of the Wellington Motor Cycle Club very handy on the car, as it ensured him the best of attention at the various garages and places called at. Buying a Second-hand Car. Useful advice to those who contemplate buying a second-hand car was recently given by a contractor to the "Autocar." In the iirst place, he writes, the car's history and previous use must be inquired into, though we must not forget that the character of the person who has had charge of the car is a very important factor, and we ought, like Sherlock Holmes, to be able to write a very fair character of the previous driver from the condition in which we find the car. Personally, I consider the car that has usually been driven by its owner of fifty per cent, more secondhand value than the car that has been "made to go" by a sories of unknown chauffeurs.

_ Now we must plunge into technicalities. We take' tlie starting handle and revolve the engine hoping to find that the compression in each of the cylinders is about equal, that there are no awful clanks to bo heard. Next we start the engine or have it started for us, and listen carefully, like a doctor wiwi his stethoscope. Is there any hard metallic knock? If so, it may denote t worn bearings or other parts which will require adjustment or perhaps renewal. The timing wheels, which operate the valves (through the camshaft) and the ignition, on an. old car may rattle a little without worrying lis, but what does make our faces moro serious is a regular click, click, click caused by some part revolving in a looso bearing; or worse still, a series of bumps and knocks from sovoral loose bearings. Iu the latter event wo have seen or rather heard onough, and we do not buy that' car. Testing the Big Ends. If we are not euro whether the his ends are worn or not (the big ends arc the bearings by which tho connecting rods are attached to. the crankshaft) wo can test them after tho engine <hm

stopped by taking hold of the counccting rods in turn and seeing whether we can get any up and down, movement, tliat is, provided there are inspection plates which we can remove from the crank case. To take up a little wear on the big ends is not a- very expensivejob, and if the car gives satisfaction in other respects this should not be considered a damning delect. Beforo stopping the engine we must unscrow the cap on the radiator if tho water circulation is by pump and see that the Water shows signs of circulation, and that the radiator and pump are not emulating a fountain at work. For a leak may not appear till the engine is running*

"What is the ignition?" ia the next question. Let us hope there is a high tension magneto, and if the car is three or four years old some secondary form of ignition with a storage battery to make starting easier. Many modern magnetos are constructed in sucb a way that they give a good spark even when the starting handle is turned comparatively slowly, but a supplementary ignition is always a desirable feature nevertheless. A low tension magneto cannot be recommended, for the tappets have to be kept in correct adjustment, and on a motor-car engino this is more bother than it is worth. Besides which, a low tension magneto ignition usually signifies that the car is of greater age than is desirable, rendering it an unsuitable car for a novice at. any rate. The Carburetter. Tho carburetter should either bo the one supplied by the makers of the car or one of the modern well-known carburetters which may have been fitted as an improvement. The behaviour of the carburetter can best be observed during the trial tun, and I presume that the wise intending purchaser will always insist upon a more or less lengthy trial. A good carburetter allows the engine to run evenly and slowly when it is running light (the ignition not being unduly retarded), to piek up evenly and quickly as the throttle is opened,. and when the throttle is fully opened it should drive the engine at a high speed without "spitting" or "coughing." Let us now consider the transmission. The clutch should be capable of being held disengaged without the driver having first to undergo a course of physical training; it should take up the drive evenly and smoothly, and should' not slip when the engine is suddenly accelerated.

I usually determine the amount of transmission wear by. first putting on the side-brako and opening the compression cocks on the engine, then placing one of tho "speeds" or gears in mesh, and trying to rock the flywheel backwards or forwards in order to discover the amount of "back-lash" or play in the various mechanical connections between the crankshaft of the engine and the road wheels of the car. With the top gear of the car in mesh. I should consider that anything beyond one-eighth of a revolution of a flywheel showed excessive play, supposing that the car had a direct drive on the top speed. The Gear-Box. On inspecting the gear-box itself, we shall not mind finding the tooth of the gears worn slightly on'theiredges which meet when engaging (say, one sixteenth to a bare eighth of an inch, but tho faces of the) teeth which tako the drive should only bb polished and no real ridgo folt or observable. I have seen a car eight years old and very much worn in other respects, and yet tho tool marks woro still, visible on tho gear wheels.

A good test of the wear on the smaller parts of a oar is the amount of "play" or slack in the steering gear. Imagine that a given point oh the steeringwheel is the minute-hand .of a clock: If you can move this point "three to five minutes," there is not much.wrong, but "ten minutes to a quarter of an hour" is decidedly bad,

We must now go for our trial.trip. Though the oar should not resemble a reaping-machine at work,. nor • should the passengers feel like peas on a drum, yet we must not forget that very few engines, two or three years, have not a period of vibration, and whilst the sidelamps and mudguards may be in sympathy with the engine at certain revolutions and may "dither" at a given speed, say, twenty-two miles an hour, yet this 'vibration should disappear at twenty-one' or twenty-three miles an hour. The Brakes. The brakes -must' be tested. The fact that they lock the back wheels is not enough. Each must pull up the car evenly and quickly when required. Locking the back wheels is an expensive way of stopping a car. The tires resent, it, and there is actually greater retarding power in the brakes the moment before the road wheels cease to revolve. With still several notches on the quadrant to spare, the side-brakes must be capable of holding the car immovable on the steepest gradient that can be found. The fact of getting out of a car often has the effect of taking the side-brake off a little or vice versa, for the weight being taken off tho springs may shorten or lengthen, as the case may be, the distance between tho brake lever and thob rakes. I do not think that a car that has survived the foregoing, tests need worry the prospective purchaser on the score of its soundness, provided, and this is important, that tho car in tho first place is the product of a motor manufacturer of repute. In my opinion, no novice should for a moment consider the purchase of a second-hand, car of doubtful origin. The body question I have not touched upon, for everyone has his own individual taste in this matter. Hints and Tips. The vibration and concussions of use will often cause to work loose the nut that holds tho porcelain in the spark plug and cause a leakage of gas. Such a leakage will result in misfiring. Examining with the fingers will not avail. Put a wrench on and tighten up the nut occasionally. It is often thought that any < Id piece of leather will do for a clutch, as a matter of fact, clutch leather ought to bo absorbent and properly dressed, and after a clutch has been releathered the cone should be put in a lathe and the leather trued up. Engine oil, squirted en to the clutch-leather will temporarily reduce fierceness, but it is better (says the "Autocar") to slip a. few pieces of saw blade under the leather at points diametrically opposite to one another. To do this, the clutch cone should be removed or the clutch pedal fully depressed: the rear edge of the-leather should be raised with a screw-driver, so that a piece of saw blade or tin may be driven underneath across the leather, and the insertion should extend from one side of tho clutch to the other. Then the clutch should be turned round and the process repeated at the point exactly opposite the first. Then two intermediate pieces may be put in at equal distances from the first, and so on, some half dozen probably being sufficient. If the points selected be not opposite ono another, the clutch will bo slightly out of balance. Nowadays drip feed lubricators aro not very often employed on now cars, but thero are still thousands in use on old vehicles; therefore, somo information as to how to keep the glasses clean is suro to be welcome. The cause of tho trouble (writes a contributor of n:i English motoring journal) is that tlio oil laden with oily vapour rises into the drip food glasses, where it condenses, 'rendering the ghisscs opaque. To clean a glass generally necessitates heating it .slightly, but this must ho done gently, otherwise the glass will crack. A convenient way is to wrap a piece of string ajound the glass and jplliLtotoaj^-nMJo.OTar^,bpjdl^ i ,

This heats up tho glass and the condensed oil runs. A preventive method is to arrange for a short length of the oil pipe between the engine and the lubricator to bo horizontal with a dip in the middle. This dip soon fills with oil and forms a trap, preventing any hot gas passing back up into tho sight feed glass. Here and There. Legal lighting-up time for motor-cars and mobor-cyclos :—To-day, 7.27 p.m. Next Friday, 7.18 p.m. The French road-racing cracks are being largely availed of .by the French war authorities, it being recognised that a well-trained cyclist is too valuable a unit to bo made one of a group; consequently these men are being" picked out for special service. Tho English war authorities have decided to form an Army Cyclist Corps as a distinctive branch of their fighting services. The experiences of the British forces in France and Belgium during the first three months of the war satisfied" the English authorities of the value of the soldier-cyclist, with the result that a new branch of the English Army is to be formed. ' m It is interesting to note that, according to the latest consus of motor-cars in nse in the United States of America, there are now 1,735,369 cars. This figure is an increase of 203,603 over the previons statistics. Of course, this number includes a number of steam an 3 electric vehicles. The Auckland Automobile Association is contemplating the issue of a North Island road guide. The same association has decided to approach the Licensed Victuallers' Association regarding the accommodation, both for tourists and motor-cars ( in country towns.