MOTORS AND MOTORING

Dominion, Volume 11, Issue 98, 18 January 1918, Page 9

MOTORS AND MOTORING

IBv Clutch.l

Lighter Gars. Discussing the possibilities of lightcar clcvolojjincnt after the war, tho **Aiitocar" observes that a good but simple vehicle of this type, will attain its reduction in weight as much bjy tho class of material used in its construction as by tho design of each part.. "In tho.past," it continues, "castings, have been too largely employed in the,- construction of many cars. Heavy sf.amp.ings, too, have- been used whore comparatively light sheet pressings nould have been just as satisfactory. For instance, the back axle casing provided with a cast centre and tapered (ifbular steel sleeves in many cases eventually, became two heavy castings, tho sieevo and differential case being cast in one for each half of the axle. This meant a very considerable increase in the unsprung weight. Again, we find heavy stampings, irsed for spring brackets, which might easily bo eliminated by using pressings, or, preferably in. many cases, hy widening the frame fo that it camo over the springs. At'heels, and particularly rims, have been in too many cases monstrously heavy 0 simply because the rims were made of lowgrade material. When we consider the great importance of keeping down unsprung weight, and ' particularly weight at the rims, it seems astonishing- that almost without, exception rims of a very heavy gauge are employed simply because the quality of material is so poor. That this is so is proved by the fact that probably the cheapest parts of a. motor-car are the In most cases even the best wheels liave too much of tho old blacksmith and horse carriage flavour about them _■ to render them really suitable for light modern road carriages. Thero are many other points throughout the chassis, but wo have said enough to show our contention that the light vehicles of the future must mainly depend for their lightness upon the use of higher grade maorial and the most intelligent employment of tho minimum quantity of it. Unquestionably superior material will be available after the war, as it has been developed of necessity during this terrible period, and we believe that it will greatly assist the motor-car designer in turning out lighter cars." The Petrol Pipes, supposed to reside in the carburettor are sometimes traced to the petrol pipe, that is to sav to the duct through which the petrol passes before it reaches the carburettor itself. Those pipes are often very roughly treated fly motorists and motor-cy-clists, and not infrequently leak in the most irritating manner, oven after having been apparently _ well soldered. Tho vibrations to which they are subjected on the road, especially at high speeds, tends to set up trouble. On innumerable occasions somewhat mysterious incidents have been reported in

which engines have periodically failed in tli ccourscofn run through lack of continuous feed nf the petrol. 'Die carburettor lias licen thoroughly overhauled niul cleaned and adjusted, and yet the engine still exhibited the annoying trait of filling out frequently. On the petrol pipe being examined everything seemed to he in order, the flow of petrol through it when disconnected from the float chamber being of full volume, and with plenty of force. Shortly after being connected up again,however, tho trouble named recurred, and in one instance of its kind, it turned out that some loose metnl dust had there was also a white powdery substance which was dislodged on the pipe being .subjected to heat and brought to a fairly high temperature. These obstructions evidently became lodged in the pipe when the machine was being built, and when instances of this kind arise it is usually desirable to heat tho pipe and rap each end smartly 011 the bench, when it will usually be found that small particles of metal left there from the brazing process or from some other cause, will cvently be coaxed from the pipe. Here and There. In certain fuel tanks of the cowl variety, there is a tendency to emit noises, which increase in volume .as the tank is drained of its V'quid contents. The owner is puzzled by tho fact that irritating noises have'begun after he has travelled a hundred miles or so, whereas there were none.at the beginning of tho journey. The obvious remedy is to keep the tank- filled up. Keep grease and oils away from tyres and tubes. In cars fitted with old style tops door squeaks sometimes are caused by pulling the. top straps too tightly. This causes tho doors to bind and, when going over a bump or otiher irregularity in the road a most irritating squeak results.

One of the best lubuica.nts and preservatives for the leavfis of automobile springs is flake graphiite and lubricating oil, mixed to the consistency of a paste and applied with a paint mush. This prevents the accumulation of rust and contributes to' the easy riding qualities of the part.. Slow down and proceed with caution at intersecting streets, blind corners, school crossings, and bridges. Don't stop suddenly. When replacing tyre tubes it is essential that the ,tnlc ar French chalk should he thoroughly distributed over the inside of the casing,. This operation is greatly facilitated by the use of a small blower, such as is used for spraying insect powders. The use of such a blower results in the talc being ovenly distributed all over' the inside of tho casiug, a very important matter. It often becomes desiralilß to transform an ordinary nut into a. wing nut. This may be done by hammering two strips of sheet steel of appropriate length until they take th® shapo of the nut, and then drill and rivet tho' ends together. _Lighting-uptime To-day, 7.24 p.m. Next Friday, 7.20 p.m.