MOTORS AND MOTORING

Dominion, Volume 12, Issue 20, 18 October 1918, Page 9

MOTORS AND MOTORING

(By "Clutch.") Oversizo 'Tyres. In clealingi with the question of tlio over-sizo tyro, the "Motor-cycle" observes that there is a marked tendency at tho present time for manufacturers, to consider seriously the. question < t 'fitting larger tyres. A few years ago the 26in. x 2Jin. size was-regarded-as standard for a 3J-h.p. machine; then, owing to the increased weight of ma-1 chines induced by the introduction of change-gears, clutch, etc., it was found desirable to increase tho. size.to 26in. x 2jin., and finally 26iu. x Sjin., or 650 ram. x Go mm. tyres, came into almost general use for machines fitted with counter-shaft and intended for side-car work. The lastmentioned size, is considered the limit, so far as the medium-powered solo machine is concerned; but' for 5-6-h.p. ■ and 7-9-h.p. twin combinations we may see the- over-size 3in. tyre exceeded. Certainly,'' riders using tho large 700 mm. xBO mm. covers.on a heavy combination lmvo declared they will never again think of anything smaller; , and perhaps they are wisCj for it will be many years ere our roads can be placed in uniform good condition throughout the country. Until that very desirable epoch openSj tho larger tyres will invariably be selected because or the greater comfort secured.

Ways of Wasting Money. A note issued by. Jhc Dunlop Company observes that it is astonishing how careless and wasteful some motorists are in their treatment of tyres. "Talce any prominent thoroughfare '■where, cars are pulled in alongside the pavementj A big percontage have tho front tyre jammed right up against tho kerbstone—result, in time, the side of the cover suffers from contact with the kerbing. . Again, wateli ..motorists driving along the- tram jiracks. More often than not, tho tyres are tracking on the sharp steel of the • result, in time, tho life of the. cover vs shortenod. Another source of tyre destruction is the sudden letting in of tho clutch. Observe cars starting oft from a standing start. lii many instances the sudden application, of too much power results in-the .'driving wheels spinning before tho car moves. Undue wear of rubber naturally follows such.harsh treatment, .and the heavy tearing strain has a tendency to loosen the tread'from the casing. But tho commonest of all 'forms of tyro ill-treatment is the severe application of brakes. The average motorist, .evon when he knows ho .intends to stop at a givon point, drives within a few yards of his destination, and then on go the brakes. Result—loss of rubber, and up goes the cost of his tyre upkeep. .To shut off power gradually and let the car roll up to its stopping point would alone save tens of thousands of pounds annually to motorists. ' Add to theso under-in-flation and wheels out of alignment, and one haa summed up the causes that go to 'keep up' tyre'upkeep of thousands of motorists. A little consideration adds many miles to the lifo of a motor cover." , ■' I i. ■ Here and Thore. Body designers generally agree that tho most aitractive-Jookiiig bony is-that in' which tho sparo wheels and tyres are bedded in tho'front "fenders, ono at either "siclo. Thoso specialising on custom-made bodies exhibited at tho Now York Show last month declare that from' tho point of view of weight distribution'; tho sparo bedded in the front fender is not so desirnblo os when carried on the rear.in that the wc-ight of these is added to that of the ; cngmb, truVplacing too much weight on the front wheels. In touring cars, which are frequently driven without rear seat passengers, this uneven distribution. :of weight is accentuated. Thpru ure some makers who aim at a rrioro evon distribution of this weight by the cantilever'spring design and the point of attaching the front ends of the cantilever to the frame as well as tho method of making this attachment. ■ ~ .'■ Patent rights to a eombinejtl lamp: .and horn of novel design, according.to an exchange, have bceh taken out , by; an American firm. The principle involved is merely that of installing the horn mechanism, of whatever type, within the shell of the lamp, nhd behind 'the reflector. This has .the primary advantage of placing the horn in about thoi best- possible location, bc- ■ sides simplifying the equipment very materially. The particular claim of the inventors is "to provide a cdmpacf structure by which an electric horn and an electric light may be intimately associated, and the one disguised V. the other without destroying the utility and operation of oithor device.' A special feature of mounting the. horn within tho lamp body is the possibility of considerable intensification , of. the sound, due to' the acoustic, properties of tho lamp, : ] So heavy and at times congested is the motor traffic in many of the large American cities that a demand h:is arisen for some sort of signalling de:vioo to .warn the on-coming car that the one preceding is about to stop. ; Possibly tho most ideal signalling dcvico for ; motorrcars, would' be one tlmt I did not depend upon deliberate notion oh thopart of the driver, but-was automatic in operation, and would set tho warning signal oven though the driver should be iu ..utter ignorance that device was fitted to his car. Something of the sort has been evolved by a railroad conductor;', and , is now-being offered in tho States... In effect, this new device is a. tail-light, combined with a, semaphore-arm bear-, ing the.word "Stop!" During tho, running, the. semaphore is concealed behind the signal bracket. Tho moment tho driver prepares to stop by depressing the brake-pedal tho semaphore rises, .arid oxposes the warning sign. This, after nightfall, is L illuminated. The device, it is said, enn he fitted to .any car within a few minutes: with the aid-of a ncrew driver. • ' Lighting-Uft time:—To-day, 6.14 p.m: Next Friday, 6.22 p.m.- .