MOTORS & MOTORING

Dominion, Volume 14, Issue 71, 17 December 1920, Page 3

MOTORS & MOTORING

(By "Clutch.")

Efficiency of British Smail Can,

The autoniobilo industries of various countries appear to nave secureU preeminence, or at least thuir most notauiu pre-eminence, with ii particular type ui cur. America, tor instance, has given us some wonderful things judged purely on a value-ior-mouey basis. France i» noted for its finish m detail, while Italy hna dono not a little tuwuius developing tho high efficiency engine of considerable size. Urcat Britain's achievements compare vory favourably with those ot other countries, and its pre-eminence is strongly exemplified in {two very different types of cars. The first is tho small "light car," as it is called, and tho second is tho luxurious vehicle. A' type uA. car that has not only been produced hut developed in its entirety in tho Home Country is the small car. Not necessarily low in first cost, although, of course, cheap when compared with much larger vehicles, tho small car is notable for two main tilings. First, tho surprising efficiency and power output of its relatively diminutive engine; nnd, secondly, its very low maintenance cost. There ar© on the British small car market plenty of vehicles capable of 40 | m.p.h. aud 40 miles to tho gallon of petrol, nnd these figures are intended to apply to standard four-seater touring vohicles. Special tuning has resulted on many occasions in a petrol consumption of ovor GO miles to tho gallon, although perhaps with •» two-seater instead of a four-seater body, and there is mom than one light car that con exceed its 60 m.h.p. Coil and Accumulator Ignition. On Amcricah cars the magnoto, if not obsoleto, is very nearly so. _ Only tha most expensive are fitted with it, and coil and accumulator ignition can be regarded almost as tho standard ignition apparatus for cars hailing from the States. Since the -war several British cars- have adopted it, notably mass-pro- j duction models, -where cost, even to a ■ shilling or so, is n vital consideration to the makers. The accumulator and coil ignition system of to-day is constructed with the same care that was introduced with the magneto. Thus at once one of the greatest limitations, if not the 'evntrot. of the old accumulators and coil system is overcomo. Because an apparatus that is badly made fails to function 'satisfactorily it is no argument that another apparatus constructed on similar principles but with much greater care and accuracy mil also fail to function. In the old days an accumulator was charged from ah independent source of Bupply-at a garage or from tho owne'r's' private houso "current—and the energy stored in the cells stood no chanco of replenishment until tho batteries had been taken',from the car and returned to the charging station. On he modern car the accumulators are being contiminllv replenished by means of a dynamo. It'is indeed, only the universal adoption of olectric lighting that has encoilragi-d so eft'ectivclv the reintroduction of accumulator an<l coil ignition. Steam-driven Car. Tho steam-driven' car Js not yet defunct,' although for years very little has been heard of. it. -Soon it will be reintroduced and placed on the British market. For 22 years this particular type of "steamer" hns existed, and. been sold in tho face of groat opposition, the sales always being greater in tho ''mteU States than in Europe. To the old-timo enginoor tho history of tho steam-pro-pelled car in the world of automobilism lias been one little short of a tragedy. Beginning well, so weir that vehicles such as the Serpollet proved marvellously; efficient, the steam-car gradually ' fell out of tho-competition, not because its general principle was faulty, but becausn the cars placed on tho market were constructed without- regard to the lessons alroadv mastered by locomotive builders. Steam has certain great advantages,-, chief of which is .that the horse-power of' the engine does not. .depend on piston speed-a fact better real-, isod when a test of a steam-car showed that the-eneino may be geared up, yet be able to start the car on any gradient upon which tho wheels will hold. A Cnm'riresslon Tubs. In an attempt to minimise troublo from small punctures—to prevent tho tube from collapsing altogother-and also to enable the car to be driven on a partially deflated • tyre,- a special' "compression" tubo is now being manufactured in England. Puro gum rubber is employed in its construction, nnd it is moulded to a special shape, so that it closes together or shrivels up laterally. In normal cross-section outline the tubo is longor than the inner lino of the tyre. Accordingly, when tho tubo is v inflated, the rubber of -which it is composed is in compression, where in ordinary tubes it is under tension. Should a sharp object pierce tho tyre, tho compression practically seals the hole. Should tho tube becomo deflated.in some manner, as from a severo gash, its peculiar form of moulding prevents the cover collapsing altogether, thus obviating tho damage ordinarily caused to the cover when used in a deflated state, while it is also claimed that little danger would threaten tho car should sudden deflation occur at high speed. Thß Side-car Machine, • Mention was made in tti&se notes recently respecting the outstanding feature of the motor-cycle and side-car—its economy of operation-and tho load it will carry. The matter is much amplified ill the "Mo-.br-cycle" (Eng.), September 9 last. ■" ffnmechanical or not, says the paper, "the side-car machine serves the purpose of Over a hundred thousand motor-cyclists who. had they the wish, are unable to name a substitute as cheap to buy and as economical tfa run. The meticulous engineer, in viewing the combinution, in learning of their remarkable efficiency, can be likened to tho farmer -who," on : seeing' the giraffe at tho Zoo, declared that there was no such animal Here wo have a vehicle which violates' many of the laws of mechanics, and yet grows in popularity and utility as times goes on. The 'high-browii' of the mechanical world continue to tell us of a hundred and one reasons why sido-cars do not follow Bound mechanics. According, to them, no side-car should support much more thnn its own weight; yet a hundred thousand motor-cyclistk owning and using these outfits can answer ■: But it does Theory and practice, do not always go hand-in-hanu. What docs it matter to the legions who derive pleasure and profit/ from the side- ; car wheher such n machine is theoretical or not? They, know it to be practicable, and provides tho most economical means of. transportation for two. three, and 1 sometimes four persons. Tho sidecar seems .to have net up mechanical (laws of its own; it cannot be denied that it-is. the lightest passenger vehiclo ,on the road. If it were unmechanical from a viewpoint of strength, it would iiroak; it docs not,. If it wero unmechanical from a propelling viewpoint, lr, would require a very large engine ; and a large quantity, of petrol to oper- ,- ato.it; but again it does'not. . . . Overloaded? Of course, the machines aro overloaded. We do not recommend such practice'unless frames and Bide-car chassis are specially strengthened—but, there in is. Family men will do it, and liccause motor-cycles 'and side-care are so well made that 'nothing happens' t they will continue to ,do it—and who , shall blame them, since- they give so , much pleasure to w> many human beings , .at'so little cost Nor is it! only tho . pleasuro side of side-earring that should i .bo considered. It has a great influence i upon life and happiness, contributing that variety which is so desirable—to i the husband, the wife, and tho children, , SJde-cars serve their purpose splendidly i and economically, and it will take ii , great deal to shake the side-car from , its present high [position as one of the . most popular vohicles on tho road."

Lighting-up Time.—To-day, 7.22 p.m. Next Friday, 7.2G p.m.