Thank you for correcting the text in this article. Your corrections improve Papers Past searches for everyone. See the latest corrections.

This article contains searchable text which was automatically generated and may contain errors. Join the community and correct any errors you spot to help us improve Papers Past.

Article image
Article image
Article image
Article image
Article image
Article image
Article image
Article image
Article image
Article image
Article image
Article image

MOTORS & MOTORING

« IB* Cltjtoh.) The Motor Trade in England, Although the matter is not uie for which dclinito statistics can bo given, in the opinion of men qualified to judge the demand for motor-cars continues very brisk, says an English motoring writer. Second-band cars by reputable makers and in reasonable condition command good prices, and such now cars as are available readily find purchasers. As the makers in England—and the same is true in France—are devoting most of their energies to purposes other than the production of cars, or if _ they are making cars these are not available to the ordinary buyer, it follows that the demand cannot be satisfied' from home sources, and in these circum* stances American manufacturers who are said to have turned out over 600,000 cars during the past 12 months, have been enjoying a golden opportunity. Evidence of Trade Returns. The import tax of 331-3 per cent._ to which certain motor vehicles of foreign manufacture have since the end of September been subjected on entering England, has, however, introduced a new factor. In September last, according to the Board of Trade returns, the number of complete cars and chassis imported for sale was 2C61, with a value of £517,779, whereas in October the numbor fell to 1806, and the value to £333,405. The figures for October are far above those for the same month of last yeaT, when the number of cars and chassis was 336, and their value £94,660; but in view of the disturbed conditions existing last autumn perhaps a fairer comparison is with October, 1913, when the number was 1119, and the value £263,335. In September, 1914, the figures were 197 and. £43,726; and in the same month of 1913 they were 1156 and £265,171. If the effect of the tax, as indicated by the figures for October, is not so great as might be expected, it must be remembered that the returns do not distinguish between cars intended for private use, which have to pay the tax, and those for commercial purposes, which do not; and for anything the official figures show .the falling-off may have been chiefly, if not entirely, in the former category. In passing, it may bo noted that tjio tax appeals to different sections of the motor-oar trade in very different ways Manufacturers can _ regard it with equanimity, if not with warmer feelings ; though it can' have no immediate efreol on firms which are not at tho moment, making cars for ordinary sale, it may at least help to secure their position against the time when they are able to start producing again. But to the retailers or "agents," through whom in normal times tho bulk of tho cars made in this country are distributed to the public, the matter presents itself in another light. They rely for much of their livelihood on tho profits they receive from selling cars, and if they have no cars to sell those profits evidently disappear. So far therefore as the tax attains the object, as avowed by Mr. M'Kenna, of "limiting the'import of an article which is extensively used solely for the purpose of luxury" thqy cannot be expected to look upon it with joy. The question, indeed, is one which is causing a good deal of heartburn ing in the trade at the present time.

Character of Motor Traffic. As regards inotor-'car tires and tubes and their accessories, which are exempt from import tax, the figures for September and October are almost identical, the value being £287,042 in September and £287,474 ui October; but tno valub of. "other parts," which are taxed, actu> ally increased from £144,886 in the former month to £225,622 in the lattei. These figures do not suggest any reduction in the total volume of motoring; and the statistics of tho imports of motor spirit, the other chief item besides tires in the running expenses of a car, point to the same conclusion. In September 9,379,103 gallons were imported, and duty_ was paid on 10,766,314 gallons, while in October the quantity imported reached the enormous total of 15,982,832 gallons, and duty was paid on 10,261,373 gallons. Yet, apart from tho fact- that a large proportion of the tires and petrol used must be debited to commercial vehicles, not all the riding in so-called "pleasure cars" can fairly bo classed as luxury. It is true that ill the summer an un. usually large number of people /spent a holiday touring by car in England instead of going abroad, and that on Saturdays and Sundays particularly the .roads have been very full of motor-car traffic. • But in this case observers whose business it is to live on tho roads say that the occupants of the cars were in marked contrast to those seen in normal times —they were evidently hard 7 \vorlSfid peopV who were talcing a little relaxation from the exertions of the week. Again, the cars that have become indispensable to many business men are indistinguishable in appear, ance from luxury cars, yet cannot properly be counted with them. The samo is true of the cars used by doctors, wha by their aid can extend tlieir radius of action to distances that would beimpossible with a horse, and that at a time when the absence of many practitioners on military duties causes a greatly increased demand on the ser. vices of those who remain. Many private cars are also engaged on works of mercy, not of luxury, such as conveying wounded soldiers to hospital or taking convalescents oufc for drives. In this latter case the drivers are often ladies, and tho use of the cars cannot be objected to on tho score that it is preventing eligible tner> from enlisting. Steels for- Motor Construction.

The first meeting of the 3J910-16 session of ihe British Institution, of Automobile Engineers was notable for establishing a very necessary link between motor designers and builders and steelmakers. This young and rapidly developing motor industry makes extraordinary demands on the successors of Tubal Cain. As Mr. J. H. Dickenson pointed out in his able paper on "The IJso of Steels in Automobile Construction," tlic recent appointment of a committee of the institution to attempt the standardisation of the so-called automobile steels will undoubtedly simplify matters considerably, but it will still leave the choice of the steel to be used greatly dependent on variations in design. It is possible roughly to divide the steels of a. motorcar into three main groups: (1) Those which are subjected to considerable alternating stresses, and whicli are principally liable to fail by fatigue; (2) those which are less liable to this typo of failure, but which, while being strong, must resist fracture by excessive blows or shocks; and (3) parts, of which gearwheels are far the most important, in which some special difficulties arise in connection with crushing stresses and abrasion. It is not possible, however, to divide up steel into corresponding classes. The numerous special steels available overlap so much in their properties tliat by suitably adjusted heat treatment dissimilar materials might be made to give complete satisfaction in some special and difficult application. On the other hand, some alloy steels have an enormous range of physical properties variable by boat treatment, so that the same material might bo rendered suitable for use in widely different applications. For example, Mr. Dickcnson said he would undertake to produce from a certain type of nickel-chrominm steel practically all the steel parts of a motor-car, each part having the necessary qualifications for its work, such as hardness in the gears, toughness in the front axle, a combination of high elastic, limit and sufficient ductility in the crank-shaft, resiliency in the sprines, and so forth. At the same time, this

would not lie practically possible or convenient. In most cases, from general and manufacturing considerations, some definite type of steel is readily determined to li>e the most suitable. Thus tho readiness and certainty with which any heat treatment can be performed, tlio behaviour of tho steel in forging, rolling, or stamping, and generally the extent to which the material is liable to develop flaws, faults, and defects in all stages of manufacture, from the melting furnace to the fitting shop, are all matters of conscqucnco. Pillion Seats. Carrier or pillion riding has always been looked upon as a. very dangerous method of carrying an extra passenger on a motor-cycle. In order to try and prove that this is not so, and also to find out the best type of pillion seat, a Dutch motor-cycle club organised a reliability trial for this typa of machine, mcst of the passengers being ladies. The trial was organised at so short a notico that it had been' expected that some of the fitments would not stand up to the test, but much ingenuity was displayed in the construction of tho seats, and all proved practical. Tho course was seventy miles in length, and had to bo covered at a scheduled speed of just under 20 m.p.h. There were nine competitors, whose machines li&d various types of pillion seats, and the first prize was awarded to the F.N., ridden by M. P. B. L. Maas. The pillion consisted of an upholstered seat with low back and side, supported on four spiral springs attached to a flat metal frame which was clipped to the cycle carrier by four clips, and carried the platform for the passenger's feet. The second place was gained by Mr. Wyngaarder, whoso pillion consisted of a round cushion with back rest, while a sprung footboard was provided for the passenger's feet. Provision for the passenger's feet was made in most of the designs, and was a point where they scored over those usually used in England. In addition to some of the machines being English, some of the seats were also of British origjn. Lady Drivers. One of. the most striking features of the altered conditions at present obtaining in Great Britain is tho great increase in the number of lady drivers. In tho open country they are to be met with at frequent intervals, but even tho staunchest upholder of emancipated womanhood did not dare to suggest that in thick London traffic tho lady driver would one day come into her own. One need spend but a few brief moments in tho heart'of the busy West End traffic to see lady drivers bent on shopping excursions piloting their light cars with skill and certainty. There is one sphere in which ladies have been exceptionally useful, and that is in acting as honorary chauffeurs to their wounded masculine relatives. The light car appears to be exceptionally popular with the lady town-dweller, as compared with larger cars, and the number of lady-driven light cars, which are to b2 seen every day, whatever the weather, bears incontrovertible evidence to tho ease of control and general handiness of the light car.

Here and There. Lighting-up time for motor-cars and motor-cycles:—To-day, 7.40 p.m. Next Friday, 7.39 p.m . A knock detector consists of a long steel rod, one end being attached to a small receiver like a telephone, the other end being pointed. This latter is applied to the engine or other part and tho receiver to tho ear. The knock is distinctly'heard in the latter, owing to tho vibration of tho diaphragm. Dealing with the question of storing for several months a car which carries a good deal of polished brasswork, a motoring writer states that applying a fairly heavy coating of vaseline to the metal surfaces is as good as anything. Almost any semi-solid grease, free from acid, will answer the purpose, or any of the advertised preparations for treating metal work may bo used. Somo of these are in the nature of a varnish, which quickly dries. To remove it at any time a solvent must be applied.' If the varnishing is thoroughly done it is more or less permanent, and need not be removed. Sometimes one finds it almost impossible to screw up the grease oup 011 a shackle pin, and it is, therefore, apt to be neglected. If the whole fin can be turned slightly it will often be found that tlie cup can then bo screwed up easily. When a car has run a long time there is often shake between tho shackles and tho sides of the spring. This is apt to cause a rattle which is not easy to locate. The split pin should be removed and the nut screwed up sufficient! yto take up theslack. This obviates the necessity for dismantling any parts, tut it is better when time can bo spared to take off T hc shackle nvl fit a washer between the 'hackle and \?io spring.

Permanent link to this item
Hononga pūmau ki tēnei tūemi

https://paperspast.natlib.govt.nz/newspapers/DOM19160107.2.79

Bibliographic details
Ngā taipitopito pukapuka

Dominion, Volume 9, Issue 2663, 7 January 1916, Page 9

Word count
Tapeke kupu
2,121

MOTORS & MOTORING Dominion, Volume 9, Issue 2663, 7 January 1916, Page 9

MOTORS & MOTORING Dominion, Volume 9, Issue 2663, 7 January 1916, Page 9

Help

Log in or create a Papers Past website account

Use your Papers Past website account to correct newspaper text.

By creating and using this account you agree to our terms of use.

Log in with RealMe®

If you’ve used a RealMe login somewhere else, you can use it here too. If you don’t already have a username and password, just click Log in and you can choose to create one.


Log in again to continue your work

Your session has expired.

Log in again with RealMe®


Alert